THE MAGAZINE OF THEBRITISH ELECTRIC

FLIGHT ASSOCIATION

ELECTRIC FLIGHT U.K.

ISSUE No. 79 WINTER 2004

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E.F.-U.K. 3

Electric Flight - U.K. Issue 79 - Winter 2004

"To Encourage and Further all Aspects of Electric Model Flight inthe British Isles and Elsewhere" - B.E.F.A. Constitution

CONTENTS

NEXT ISSUE. The copy date for the Winter 2004 issue is 12 November 2004,with the magazine due for publication by 24th December 2004.

Cover Photo: The cover this issue is the Editor’s Little Tiny being held byCheryl. It is shown with a Hacker B20-18L brushless motor, but the motor changesquite often to try different combinations out. It is currently powered by a 2S packof E-Tec 1200 mAh Li-Po cells, but will be converted to use a 3S Li-Po pack in thenear future. The wing span is 24” and weight 4.75 oz. ready to fly. With a wingarea of 220 sq.in. it has a wing loading of only 3.92 oz./sq.ft.

BEFA Committee 2004/5 ........................... 4Chairman's Chatter .................................. 5Current Lines ........................................... 6Annual General Mtg & Tradeshow ............ 62005 BEFA Traders Fair & AGM ............... 7New-2-U ................................................... 9The NEAT Fair 2004 ................................20Readers’ Models ....................................... 30MotoCalc & Practical Testing ....................33The AEFA Postal Competition ..................36Lightweight Motor Mount .........................38

DISCLAIMERB.E.F.A. and Electric Flight U.K. wish to point out that the content, techniques and opinionsexpressed in this magazine are those of the individual authors and do not necessarily represent theviews of either the Editor of this magazine or B.E.F.A. and its committee.© All information in this magazine is copyright of the authors. Any request to use informationfrom this magazine is to be made to the editor (contact details overleaf).All reasonable care is taken in the preparation and compilation of the magazine, but B.E.F.A. andits committee cannot be held liable for any error or omission in the content of this magazine or anysubsequent damage or loss arising howsoever caused.To allow proper appreciation of the photographs used, colour copies of them will be posted on theB.E.F.A. website after publication of this magazine. If you can, check them out at www.befa.org.uk

Then the Motor fell off!!! ...........................39Pillerton Hersey 2004 ...............................45Vintage Antics .........................................52Grumman Wildcat - Part 2 .......................58Some Silk-Inspired Musings .....................63Event Calendar .......................................66For Sale / Wanted ....................................67New to Electric Flight? Start Here ............69BEFA Sales .............................................70Advertisers Index .....................................70

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BEFA Committee 2004/5Chairman Robert Mahoney

123 Lane End Road, High Wycombe, Bucks. HP12 4HFEMail: befa@rlmahoney.co.uk

Secretary Peter Turner37 Church Street, Horsley, Derbyshire. DE21 5BQEmail: peter@alport.fsnet.co.uk

Membership Secretary David Andrews2 Gainsborough Road, Kibworth Harcourt, Leicester. LE8 0SGEmail: david@kibworth.fsnet.co.uk

Treasurer Bob Smith1 Lynwood Avenue, Tollesby, Middlesborough, Cleveland. TS5 7PDEmail: bob.smith007@ntlworld.com

EF-UK Editor Jan Bassett111 Plantagenet Chase, Yeovil, Somerset. BA20 2PRTel. 01935 472743, E-mail: editor@befa.org.uk

EF-UK Printer Brian Boughton'Red Roofs', Vicarage Road, Thetford, Norfolk. IP24 2LH

Events Co-ordinator Terry Stuckey31 Dysart Avenue, Kingston-upon-Thames, Surrey. KT2 5QZEmail: terrystuckey@blueyonder.co.uk

Competition Secretary David Beavor34 Chestnut Close, Brampton, Huntingdon, Cambs.

Midlands Representative Roger Winsor14 Butler Gardens, Market Harborough, Leics. LE16 9LYEmail: Rogerwinsor7@aol.com

Northern Representative Bob Smith, details as TreasurerSouthern Representative Dave Chinery

251 Station Road, Hayes, Middx. UB3 4JDEmail: DavidDchinery@aol.com

South West Representative Jan Bassett, details as Editor EF-UKIndoor & Free-Flight Rep. Gordon Tarling

87 Cowley Mill Road, Uxbridge, Middx. UB8 2QDEmail: gordon.tarling@ntlworld.com

Technical Liaison Officer Alan Bedingham17 Highcliffe Close, Wickford, Essex. SS11 8JZEmail: bbba18333@blueyonder.co.uk

Public Relations Officer Dave Perrett10 High Lees, Sharnford, Leicester. LE10 3PWTel: 01455 272297, Email: d.l.perrett@btinternet.com

Webmaster Jan Bassett, details as Editor EF-UK - (www.befa.org.uk)Safety Adviser Stan Rose

Tel: 01636 525029, Email: rose@elston4.freeserve.co.ukPlease enclose an SAE with all correspondence to the committee.

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Chairman’s ChatterDear members,Welcome to the winter issue of your U.K. Electric Flight Magazine.Our next event is the 2005 AGM at the Royal Spa Centre, LeamingtonSpa, Warwickshire on March 20th (more later in this issue).If you missed this years Technical Workshop, you then missed thebiggest and most informative workshop we have held!

◊ Simon Sheldon‘s presentation on the new generation ofbatteries / cells was a glimpse into the near future. It is hopeto have a write up of this in the next issue.

◊ Mike Woodhouse gave us ideas on how we should be buildingwings for next years models. Unfortunately it will not likelyto be possible to include this talk in the magazine.

◊ Alan Bedingham explained how to use your computer infinding the correct motor / power for your models. This willbe covered in the next issue of EF-UK.

Your committee is now starting to organizenext year events, starting with the TradersFair on the morning of the AGM. Rememberanyone can come to the morning's event tospend their money on the goodies for nextyears projects.Only members can attend the afternoonsAGM, so please bring your membershipcard as you will be asked for it!.On your behalf, I would like to thankyour committee for all the hard workthey have done in the last year!I wish you all a very happyChristmas, a Happy New Yearand safe flying in 2005.Well that all for now, KEEP THEWATTS UP and FLY SAFELY!

Robert Mahoney

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Current Linesfrom the Editor

My plea in the last issue has reaped some rewards, but I still received barelyenough material to produce this issue. Therefore I am repeating the statementmade last time that:

TO PRODUCE THE MAGAZINE I NEED YOUR HELP!Articles on any subject related to electric flight will be considered, as will photographsof models. Please think carefully if you have anything you can submit for inclusion.Please don’t let me down or the magazine may cease to exist.Since I took over the magazine I have found it increasing difficult to find time to doany model building. This has been compounded of late by the lack of articlessubmitted and I do not have the free time to write the magazine as well as edit it.Because of this, I have informed the BEFA Committee that I will not be standingfor re-election when my current term of office finishes - it is therefore time to startlooking for a new Editor.Regards

Jan Bassett

Annual General Mtg & Tradeshowby Bob Smith

At the last BEFA Committee Meeting, the question of costs for our TechnicalWorkshop and AGM was raised. In both cases, the major cost item is the rental ofthe hall and lecture theatre but we have treated the two events quite differently inthe past in terms of income. The Technical Workshop is a ticketed event whichusually more than covers the costs involved. We have not, in the past, made anycharge for entry to the AGM, and so this event has led to a significant cost againstthe Associations funds.As your Treasurer, I am tasked with controlling the operating costs of theAssociation and I therefore proposed that we reduce this particular one by makinga small entrance charge. The committee has now agreed that we will do thisstarting with the 2005 event. We cannot, of course, make any charge for entry tothe AGM itself, but there will be a £3 entrance fee to the tradeshow in the mainhall. It will not be a pre-ticketed event, monies will be collected at the door, but wewill issue a ticket to confirm payment.Only members of the Association are formally permitted to take part in the actualAGM but we normally allow any genuine modellers to enter the trade show (as wedo for the TWS of course). This will help to defray the costs of the event amongstall who attend, rather than just our members as has been the case in the past.

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2005 BEFA Traders Fair &Annual General Meeting

to be held at 2.00 pm on20th March 2005

at theRoyal Spa Centre, Royal Leamington Spa, Warks.

Limited access will be allowed for the depositing of items for the usual Bring &Buy stand from 9.00 am. It is requested that anyone bringing items to sell on theBring & Buy stand complete the form (or a copy of it) overleaf before arriving. Theis also available from the event page of the BEFA website (www.befa.org.uk). Itis essential that all items are listed on the form and that all items are labelledwith a minimum of the sellers’ name and the price asked. The Bring & Buy standwill stop trading at 1.00 pm to allow things to be cleared up before the AGM starts.The main doors will open for access to the Bring & Buy and Traders’ Fair at 9.30am. As explained in Bob Smith’s article on the previous page, an admission fee of£3 will be charged for access to the event, being payable on the door.Free access will be allowed to members after 1.30 pm so they can attend theAnnual General Meeting, which will commence at 2.00 pm in the Lecture TheatreAGM Agenda

Minutes of the last AGMMatters arising.Annual Reports from the Chairman, Secretary & Membership Secretary.Treasurers statements and review of the Statement of FundsElection of Committee Officers -

ChairmanTreasurerPublic Relations OfficerCompetition SecretaryTechnical OfficerSafety Officer

Agree the Annual Subscription for 2005/6Appoint the Financial Auditor for 2005/6There are no resolutions proposed.

Nominations for the Committee positions due for re-election must be received inwriting by the Secretary (see page 4 for address) at least 15 days before the AGM.

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E.F.-U.K. 9

New-2-UA Brief Round-up of New Items of Interest.

If you are a manufacturer or retailer that has something new they want toshare with the readers, please send details to the Editor (addresses on page 4).

Almost as soon as ModelMotors’ 2004 cataloguewas announced, I waspassed the new 2005catalogue by Puffin Models. The format is the same mix of Czech and Englishwith recommended propeller / cell combinations. Most of the brushless motorshave been improved since last year, and this catalogue includes the new AXi 2826,5320 and 5320 motors. More information about the catalogue and products isavailable from Puffin Models on 01454 228 184 or at www.puffinmodels.com

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The prototype of the RCM-Pelikan Wildcap has been flying for over 2 years, but ithas only just been made available in kit form. The Wildcap was designed to meetthe requirement of many modellers for a great looking electric powered patternship. It has a 60” (1.5m) wing span and is for use with 10 to 16 (NiCd or NiMH)cells accessed through a large top hatch. The entire airframe is classic Balsa /Liteply / Spruce spar, heat shrink film covered, construction with a 2 piece wingfor ease of transportation.It can be flown using a ModelMotors AXi 2820/10, JetiPhasor 30/3 or Mega 22/30/3on 10 cells. Those wantingreal pattern performanceshould consider a ModelMotors AXi 4120/14, JetiPhasor 45/3 or Mega 22/45/3Eon up to 16 cells. The RCMkits are produced to a highstandard in the CzechRepublic, and the Puffin Directprice for the Wildcap is £139.95(see page 10 for contact details)

Above is the latest addition to Puffin Model’s range of slope and thermal soarers,the 1.8m (71”) span HVP Schandy. The Schandy is supplied as a high qualityARTF kit for use as a pure soarer or electric powered soarer and includes qualityfittings. The fuselage is an epoxy-glass moulding with carbon reinforcement. Thewings are Balsa and Spruce construction with leading edge sheeting and Oracoverfilm. It is perfect for use with a Graupner SpeedGear 480. Puffin models stock theSchandy in rudder/elevator version at £79.95, or aileron version at £86.95.

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This is the HVP Beaver, a 75” (1.9m) span semi-scale model of the DHC-2 Beaver.The construction is Balsa with Liteply used for the fuselage formers. The wingsare fully sheeted in Balsa, and the jig built wings are assembled with polyurethaneglue to ensure accuracy and strength. The kit includes transparencies for thenavigation lights and a full fittings set and wheels. The model is intended for usewith 10 to 14 NiCd or NiMH, or high capacity 4s Lithium cells. John Emms of

Puffin Models is flying his model with 10 cells and a Mega 22/45/3 at a flyingweight of 6 lb. (2.7 kg). Puffin Models stock both the ARC (£154.95) and ReadyCovered (£194.95) versions. The Ready Covered version includes the USAFmarkings. Both are supplied with ready formed flaps, which are very effective.Good news for those that have been waiting for the even bigger AXi’s, they justarrived! The AXi 5320 and 5330 are designed for scale, sports and aerobatic modelsoperating on up to 30 NiCd / NiMH or 10s Lithium cells at between 25A and 75A.The motors are an equivalent to 120 and 180 engines and are for models withflying weights up to 10kg (22 lbs.). The most popular motor will probably be the5330/18 that is designed for F3A aerobatics, and a prototype has been used in the

F3A competitions throughout the 2004season. The motors are supplied withpropeller adapters for either conventionalmounting (from the front of the motor) orradial mounting. The motors are coveredby a 24 month warranty, and PuffinModels also provide their normalreplacement scheme for accident damagedmotors. Puffin Models also handle allservice requirements for their customers.The Puffin Direct prices for these motorsare £119.95 for the 5320s and £137.95 forthe 5330s, considerably below themanufacturers SRP of 250 Euros.

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The SpeedMax controllers have beendeveloped so that users of brushed motorscan use all types of cells includingLithium. The controllers are programmedby the user for whatever cut-off voltagethey need for the pack used. Otherfeatures include programmable brake (onor off), reverse exponential power curvefor better throttle response, BEC, falsestart protection and lost model protection.The controllers will not start until thethrottle is moved to the low throttleposition, and they will cut the motor ifthe receiver is out of range or thetransmitter is switched off.

The SpeedMax controllers are suitable for up to 10 NiCd / NiMH or 3s Lithiumcells and 2 types are available, the 20A SpeedMax-LP, or the 40A SpeedMax-40.Both controllers are small and light, with the SpeedMax-LP weighing only 7g andthe SpeedMax-40 only 8g (without cables). The Puffin Direct prices are £16.95 forthe SpeedMax-LP and £21.95 for the SpeedMax-40.Puffin Models are mail order specialists, or can be visited at Unit D3, BackfieldFarm, Wotton Road, Iron Acton, Bristol, BS37 9XD. For further information aboutany Puffin Models item, call John on 01454 228 184 during normal working hours.Alternatively, check out the Puffin Models website at www.puffinmodels.com

ImporTekniK are pleased to announce the existence of the Orbit outrunner motorsfrom Plettenberg, who are sometimes considered the Rolls Royce of electric flightmotors. This range does seem to support that tradition, although to some extentone does have to handle these chrome plated wonders!Outrunners, or Inside-Out motors, are now very much a routine feature of electricflight power trains. They offer, for many applications, the added torque requiredto turn, slower, larger diameter propellers without the need for a gearbox. Addthis to the brushless feature and a truly maintenance free item has been created.So what features does the Plettenberg Orbit range bring? Well, being from thePlettenberg stable we would expect an engineering and quality input that had notbeen evident before. We are not disappointed, in the Orbit range the front iswrapped round a spider frame that rotates on a large diameter thin ring ball race,quite independently from the 5 mm output shaft (Editor: potentially very usefulfor aerobatic models with large propellers). This gives 3 bearings supporting therotating components and the rotor is both statically and dynamically balanced.The power leads, for the 3-ph input, emerge between the output shaft outer bearing.

E.F.-U.K. 13

The motors are available in four lengths (35, 40, 45 and 50 mm) and are designatedOrbit-10, 15, 20 and 25. All are 41mm diameter and for each length there are anumber of different windings available, giving a power range of 350 to 950 Watts.Model Length Weight

mm g Cells Winds (RPM/VOrbit-10 35 135 7 - 10 18 (1280), 22 (1050)Orbit-15 40 170 7 - 12 12 (1210), 14 (1080), 14E (1050),

16 (960), 18 (940)Orbit-20 45 215 10 - 18 10 (1130), 12 (950), 14 (810),

16 (720), 18 (640)Orbit-25 50 250 10 - 22 10 (930), 12 (770), 14 (670),

16 (590), 18 (520)The propeller range is from 9” to 15” diameterand the front housing does allow the fitting ofa gearbox, such as the Kruse Intro-Gear :2:1,when even larger propeller can beaccommodated. A reliable efficiency claims of87% is made.The prices for the motors range from £75 to£105, which is somewhat more reasonable thanone may have been expected from the worldleader Plettenberg.The motors are available from Alan Fry atImporTekniK, 29 Braiswick, Colchester,Essex, C04 5AU. Alan can also be contact byphone/fax on 01206 852 209.

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Above is the latest booklet from AndrewGibbs, covering Lithium Polymer and LithiumIon batteries. The 44-page publication addresses the safetyaspects of Lithium these batteries in considerable detail and contains a wealth ofessential safety information, which could prevent a battery fire. It is also packedwith invaluable information on charging, discharging, ‘C’ limits, connectors,balancing, hints and tips plus much more. The guide is clearly written andillustrated in his user-friendly style. It is priced at £ 7.75 and available fromselected retailers including the Sussex Model Centre, Al’s Hobbies and Flitehook.Alternatively you can obtain a copy direct by sending a cheque for £ 8.50 (includingP&P) to: Andrew Gibbs, 33 Aldwick Gardens, Bognor Regis, PO21 3QR. Andrewcan also be contacted on 01243 861 804 or by email at andrew@gibbsguides.comAndrew has also just announced the launch of a new Gibbs Guides website tocoincide with the renaming of the guides, formerly known as User Friendly Guides.You can visit the new website at www.gibbsguides.com

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Aero-Naut have introduceda Canadair CL215 flyingboat to their range ofmodels. It is designed for 2geared Speed 400 or 480motors and 10 to 12 cells.The fuselage is mouldedGRP, with the wings beingbuilt up from balsaEditor: Unlike most currentkits, you have to build themyourself from die-cut parts.

The CL215 features aileron,elevator, rudder and throttlecontrol and can operate fromland or water.The wing span is 1.5 m (59”),wing area 31.6 dm2 (490sq.in.) and the flying weightis stated as 2.15 kg (4 lb. 12oz.) on 12 cells.

The recommended powertrains are:On 10 cells:

2 x Race 400 6v, 2.64:1and 8½” x 6” propellers.

On 12 cells:As 10 cells but with3.0:1 gearboxes, or2 x Race 400 7.2v geared3.0:1 and fitted with 9½”x 7” propellers, or2 x Race 400 7.2v with 2.64:1 gearboxes and 9” x 7” propellers.

For water take-off it is recommended to use 2 x Kyosho AP29BB motors with2.64:1 gearboxes, 8½” x 6” propellers and 10 cells.The recommended price for the kit is 259 Euros (around £180) and it should beavailable through all good model shops.

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Spot On RC aircraft importer and distributor of the Twister range of outrunnermotors made by Electronic Model in France would like to announce a new range ofoutrunner motors from this innovative company to complement the Twister range.This new range of High Speed Outrunner motors has been developed with oneobjective: To have the best power to weight ratio in the world. This has beenaccomplished through a year of intensive effort in research & development. Thenew magnetic system is called the "NFS" (Noro Fabrice System), the innovator’sname. The new system has many advantages. First it is based on the standardoutrunner type motor, renowned for giving high torque. As Power = Torque xSpeed, there is only one way to increase power, it is to increase RPM.Before Cyclon and NFS, this was not possible, because an increase in RPM meansa computation increase above the speed of the controller's capabilities; in brief thecontrollers processor is not able to compute fast enough for high revolutions witha 14 or 10-pole outrunner motor.Now it is possible with the new NFS system, with the new motors capable of up to40,000 RPM, yet still giving the same torque as a 10,000 RPM outrunner motor.For the same size and weight as a standard outrunner motor, the power is up to 4times that of the standard outrunner motor.Prices start at the astounding £29.98 for the Micro Cyclon. Don't forget these areEuropean motors with 3-year warranty and spares are available.Micro Cyclon (F3AI)A marvellous new small direct drive motor! Only 24g with integratedpropeller saver, it is one of the lightest motors in the model world! Upto 65W continuous with 3 Li-Po or up to 50 Watts with 2 Li-Po. Use fortorque rolling with your 200g model using 2 x 350 - 500 mAh Li-Po, orflying your 500g Park flyer more gently. Propeller up to 10" x 4.7" with2 Li-Po cells.

Mini Cyclon 2 and Mini Cyclon 32 small outrunner motors for direct drive. They are able to work on 2 - 3Li-Po cells and turn up to a 11" x 7" propeller for small models, parkflyer or big indoor. 3D models fly superbly up to 400g, and for standardflying up to 800g. Power levels from 40W to 150W, weight 41g withintegrated propeller saver.

Cyclon Elite MiniOne of the most impressive motors in the Cyclon Range (NFS). Thismotor has the ability to deliver more than 300W continuous and450W peak yet it weighs only 78g. It is the only motor in the world atthis time to offer so much power for such low weight. Perfect for yourglider of 700g to 2.5kg

Cyclon Elite 10Very high Performance (NFS) motor designed for powered gliders - climbs superbly with8 to 10 cells. Of course it can be used on planes and for 3D flight. Power 600W continuous

E.F.-U.K. 17

and up to 1000W peak. Only 36mm diameter and weight of 200g, it is capable of turningpropellers up to 18". This motor gives you a serious advantage for your models in manyapplications. For gliders up to 4 kg.

Cyclon Elite 18High power (NFS) motor for gliders and aerobatic Planes. Motorworks with 12 to 18 cells, driving propellers up to 20". Power1000W continuous and up to 1500W peak from a motor weighingonly 250g! A very good partner for your 6-8kg large scale glidergiving the possibility for an outstandingly fast climbs with only18 cells!

Cyclon Elite 24High power (NFS) motor for glider and aerobatic or warbird plane. Ready to work with 20to 24 cells it can be used with 25" propellers. Continuous power of 1400W and close to2000W peak. The motor weighs 350g, for use for large aerobatic gliders such as the"FOX" up to 8kg and ideal for scale gliders of 10-14kg with 24 cells. Can be used to powerscale planes, such as warbirds, giving the possibility to use very big scale propellers, ofaround 20" to 25", and gives vertical capability on a 1.9m, 6-7kg model.

Cyclon Elite 30High power (NFS) motor for glider and aerobatic or warbird Plane. Working with 24 to 30cells, it can be used with 25" propellers. Continuous power 2000W and close to 2800Wpeak, with the motor weighing 400g. Use with large aerobatic gliders as "FOX" up to10kg. Ideal for scale gliders of 10-18kg with 30 cells. Can be used to power scale planessuch as warbirds, giving possibility to use very large scale props, of around 20" to 25", andgive vertical ability on a 7-9kg model.

Cyclon 20Classic outrunner weighing 100g and designed to replace any 20 size 2 or4-stroke engine. For model weights up to 2kg and rated at 225Wcontinuous and 300W peak.

Cyclon 30Classic outrunner, weighing 150g, to replace any 30 size 2 or 4-strokeengine in your airplane, with model flying weights up to 3kg. Capable of330W continuous and 420W peak.

Cyclon 160 F3AClassic "King Size" outrunner to replace motors in F3A models.This outrunner motor is probably the best at this time for F3Aaircraft. This motor gives you the flexibility to tailor propellers tocurrent and RPM to match your aircraft. It has a very broadeffective working range, but a good starting point for a F3A sizeaircraft will be propellers ranging from 17" x 12" to 19" x 12". Designed for 30 NiMH cellsor 10 Li-Po. Current up to 60A continuous, and 80A for short duration. More Info Soon!

Mini Cyclon HeliSmall NFS out runner motor, able to power your micro helicopter in Extreme 3D Flight.This motor can be mounted aboard Zoom 400, Carbon CP, or MS Hornet 1 or 2. With 3 Li-Po cells, this motor can give more than 150W continuous, and up to 200W peak. It is the

18 E.F.-U.K.

first time that it has been possible to obtain so much power from a 50g motor for MiniHelicopters. For Piccolo CP use Mini Cyclon 2. For all the fixed pitch helicopters use theMini Cyclon 3)

Cyclon Heli 4000This 4000 RPM/V motor is based on NFS, and gives very high power for low weight.Weighing only 120g, it is capable of 320W continuous with 8 cells (Eco 8, Corona, Eolo,Spirit). It can be more powerful on a Voyager as the cells can go up to 10, then the outputpower can be 400W continuous, and can go to 600W for short duration (3D manoeuvres).

Cyclon Heli 2000This motor is based on NFS, and gives very high power for a low weight. Weighing only150g, and 2000 RPM/V, it is capable of 480W continuous and 700W peak with 12 cells(Logo 10, Eco 16). With 14 cells, on same helicopter, it is very powerful with 560Wcontinuous and 840W peak. It can be an even more powerful motor with 16 cells with upto 900W during 3D moves. Just keep those eyes open!

Cyclon Heli 1600This 1600 RPM/V motor is based on NFS for using from 16 to 24 cells, Weight about270g, able to support 960W continuous and 1400W for short duration. It can be fitted inLogo 16 or Logo 20 with 20 Cells. With an appropriate gear ratio it can go up to 24 cells.

Cyclon Heli 1200An NFS motor for 16 to 24 cells and 1200 RPM/V. Weight about 330g it is able tosupport 1200W continuously and 1800W for short duration. It can be fitted in Logo 20 orLogo 24 with 24 Cells. It can also be used with 30 cells with an appropriate gear ratio.

Mini Cyclon TurboThis is a 200W NFS micro motor specifically designed for the Micro Fan. Works well inWeMoTec Mini Fan with 12 cells (1100mAh) or 4 series 2000mAh Li-Po. Up to 15Acontinuous, or 20A for short duration. Can also be used in small pylon racers or small,fast sports designs for good fun with small 4.7" x 4.7" propellers.

Cyclon Turbo 4000A 4000 RPM/V NFS motor for 500 size fans like the WeMoTec 609, or Graupner 500.Can work with 8 - 10 cells in this Fan type, or with 7 cells in 90mm diameter fans. Powerwith 10 cells can go up to 500W

Cyclon Turbo 2500 & 2000NFS motors designed for 90mm diameter fans like the WeMoTec 620 or Midi Fan,Shubeler 90 or JéPé fans. Can work with 10 - 14 cells (for the 2500), or 12 - 16 cells (2000)in this fan size. Power with 16 cells can go up to 900W. The RPM/V are 2500 and 2000respectively

Cyclon Turbo 1600A 1600 RPM/V motor for large fans like the WeMoTec 730 or 750 or for powering gasfans. Power with 24 cells can go up to 1200W.

For more information see www.cyclonbrushless.co.uk or contact Phil Dorren ofSpot On RC on 01288 341 117, by email at phild@waitrose.com or by post atSpot On RC, Treetops Cottage, Week St Mary, Holsworthy, Devon, EX22 6UH.

E.F.-U.K. 19

20 E.F.-U.K.

The NEAT Fair 2004 (Very Little to Report due to Bad Weather)

by John AndersonThe Pleasant Valley campsite where this event is held is situated on the westernedge of the Catskill Mountains near to the town of Downsville NY. This yearheavy rain for 24 hours from Friday morning to Saturday morning resulted inlocal flooding. The few people still around at 3.00 pm on Saturday were instructedto leave urgently as more water was on its way.

Very little activity took place on Friday due to the incessant rain. Most traderskept their stock in their vans and trailers. By Saturday the ground was waterloggedand some local roads were closed so less than 10 of the 57 traders showed up.Photos give an indication of the conditions.A handful of pilots flew on Saturday and photos of Chris True, Don Belfort, RayFoley and Stan Michalski with their models accompany this text.Due to the flooded roads around Downsville I was housed in the school gym onSaturday night instead of my nice comfortable motel bed 15 miles away!When the emergency services allowed me to leave on Sunday morning havingascertained that my route was clear I heard a report that 14 inches of rain hadfallen in the 24 hours deluge. This weather had nothing to do with hurricanes,just a slow moving cold front.

10.30am Saturday. Flooded campsite next to NEAT show site.

E.F.-U.K. 21

After eating at a local restaurant on Saturday I, with three other refugees (?),went to the local school. It is a modern building with three gyms. Two were beingused as dormitories but in the third there were a group of indoor flyers having aball! The gym was basketball sized and with a 20 foot high ceiling, absolutelyideal. There were 4 nationalities represented in the 7 pilots.Apparently this group have been meeting for some years to exchange ideas anddemonstrate their latest creations. Flying shots were difficult to take but somestills of models were obtained. I have very little knowledge of the technical side ofindoor modelling especially in the specialised area that these boys indulged.The captions are what I was told rather than understood! Matt Keenon let me flya three channel model and Petter Muron from Norway insisted I flew hisrevolutionary helicopter. Both were trimmed to perfection so I was able to handthe transmitter back to the owner each time with the models intact.Watching the indoor flyers with me was Fred Marks of FMA and closely associatedwith Kokam. Fred told me that over the last year or so Li-Po development hadbeen centred on safety and higher discharge capability (C factor).Recently released on to the market is "Safety Guard". This is designed to fitbetween the charger and the battery to prevent charging at a higher voltage thanthe battery will accept. This is considered the most vulnerable area with Li-Po ascharging often takes place close to buildings and people.

The flooding at 10.30

22 E.F.-U.K.

A separate Safety Guard will be needed for each pack be it for 2S, 3S or 4S etc. Iam not sold on this as when you have a 2S pack and you select a 3S charge fromthe charger then you would logically select the 3S Safety Guard. Maybe I ammissing something.(Editor: Maybe the intention is that a Safety Guard is bought for every pack andpermanently fitted to the pack in the same way they are for mobile phones, etc.Because of their product liability laws it is likely that every pack sold in the USAwill be fitted with this type of device in the near future. These devices actuallycost very little to produce because of the large quantities used in mobile phones.)On the C factor Kokam have launched through FMA third generation Li-Po’sdesignated SHD cells (Super High Discharge). The 2S and 3S packs of 2000 mAhSHD cells are rated at 15C (30A). This is likely to meet most sport flyer needs.Rated 20C are 2100mAh cells which are claimed to support 42A continuous currentdraw. Prices match the rating, high.There was not much for me to report on this year. I just managed to keep up myrecord of having flown at every NEAT Fair by having a few minutes indoor, courtesyof Matt and Petter. Thanks are due to them for having more confidence in methan I have!This experience has not detracted me from attending again. The dates of nextyears NEAT Fair of 18/19/20 September 2005 are already in my diary. I still havemy 2004 $s in my pocket to spend!

The flooding at 3.00

E.F.-U.K. 23

2004 Decal. Did Tom Hunt have a premonition?

This foam delta, by Ray Foley, has been under development since last NEAT. Ray hasbuilt 24 models during the development and it is now named Diamond Chip. It is

powered by Chilli Pepper 20 driving APC 5.1”x4.5” propelle and 8 x 1000 mAh NiMH.Measures 24” (60 cm) wide by 22.5” (57 cm) long and weighs 17.5ozs (500 g).

24 E.F.-U.K.

Above: Chris True with his RBC Skyraider powered by Mega 16/15/2, 480 mini fan &Jeti 70 ESC. It has a 50A draw at full throttle and uses a 3s2p pack of 4200 mAh

Thunder Power cells. Weight 39ozs (1.1 kg)Below: Stan Michalski with his Wattage Crazy 8, fitted with a Mega 16/15/3, geared

3.8:1 and using a 3s1p, 2100 mAh, Li-Po pack.

E.F.-U.K. 25

This Skyraider was scaled up from a Roy Oetting (of Dayton OH.) plan of a Jetex model.Powered by MM mini AC 16 wind in Vasa special 300 fan on 3s1p, 2100 mAh, ThunderPower Li-Po. Don Belfort gets 2x5 minute flights each charge. The span is 23ins (58 cm)

and it weighs 17.8ozs (500 g).

26 E.F.-U.K.

Humbert Connor designed this Mythical Dragon. Span is 72” (1.8 m) powered by aSpeed 600 with 8” x 4½” propeller on 8 x CP-1700. Mixture of blue foam, carbon rodand covered with window wrap. (Plastic film used as cheap double glazing material).

The few traders that made it to the field.

E.F.-U.K. 27

Matt Keenon (above) flew a micro P38 at NEAT last year. This time he brought a SE5Aat 1/72 scale (4.4” or 11.2 cm span) and Ryan STA at 1/48 scale (7½” or 19 cm). Both

powered using 20 mAh Li-Po.

28 E.F.-U.K.

Above & top right: Petter Muller comes from Norway and has spent 5 years developingthis mini helicopter. It has contra rotating blades and is passively stable in the hover.Has no servos and the rear rotor is horizontal to give directional stability. It will be

manufactured in Canada shortly. (I dare not think of the price!)

E.F.-U.K. 29

Indoor combat was attempted after several successful aerotows of mini gliders. The 1stsession had the helicopter at about 10‘ but models flying above had their streamers

shortened by helicopter blades. There was no carnage but only one cut was achieved

30 E.F.-U.K.

Readers’ ModelsYour chance to show the members your model(s).

These 2 pages show Tony Elliot’s interpretation of Graham McAllister’s Filey Fliermodel. The model is 48” (1.2 m) span and powered by a Graupner Speed 400FGwith 1.85:1 gearbox, 9” x 5” Graupner Slimprop and either 7 or 8 KAN 1050 cells.Control is traditional 3-channel rudder, elevator and throttle. The wing and tailare covered in Antique SolarFilm, with the fuselage dyed with Mahogany stainand then lacquered with Clearcoat.Tony thought that the Filey Flier would be a neat little model to commemorate theWright Brothers centenary of powered flight in December 2003, and he purchased

E.F.-U.K. 31

a plan and rib pack. Tony decided to dye the rear fuselage before assembly (asrecommended), but to leave it uncovered for all to see - does anyone build a modelto the plan?.The model was finished a couple of months before the centenary and had it’s maidenflight at Old Warden, where Tony is a member. The initial attempts to ROGshowed a marked tendency to ground-loop, but progressive application of power(rather than slamming it open) cured that problem. (Editor - The reduction invertical side area due to the open rear fuselage wont help directional stability).

However, it is not a particularly relaxing model to fly, as it is very prone to tip-stalls if the speed reduces or is caught by a crosswind. It certainly can not befloated down and needs a bit of power for the landing approach.By great fortune 17th December 2003 was quite incredible weather-wise, with nota cloud in the sky and not a breath of wind at Old Warden. Over 100 planes ofevery description landed during the day; great for spotters but not so good formodellers. Several upped-sticks and went to another model club, and “FlierFerdinand” had a couple of celebratory flights to mark the occasion.

32 E.F.-U.K.

Your model (or models) could be included in Reader’s Models section of the nextElectric Flight - UK, I’d certainly like to see it / them.

Please send photographs (prints by post or digital by email, CD or DVD) anddetails of the model, equipment & performance to the Editor (see page 4).

M.C.B.Motors Controllers Batteries

P. J. Rose 15 Lynchets Road Amesbury Wiltshire SP4 7HZTel. 01980 623 541

Tornado Motors - the full range

Typhoon MotorsSpeed ControllersQuality BatteriesChargersAccessories

Send a £1 coin for lists and specifications

E.F.-U.K. 33

MotoCalc & Practical Testingby Michael Rolls

Like many newcomers to electric flight one of my early purchases was a copy ofthe MotoCalc programme. I used its predictions when designing my first couple ofelectric models, neither of which performed as well as I had expected in that theperformance in the vertical plane (I don't mean vertical climbs - neither was capableof a vertical climb of any significance) was down on the MotoCalc prediction.The next purchase of 'support equipment' was a Whattmeter. I already had atachometer from my IC days and with the two I started testing actual motor/battery performance as opposed to using MotoCalc predictions.Then, after a while, and thinking back to those first two models and theirdisappointing performance, I started running MotoCalc predictions and comparingthem with the results from the Whattmeter/tachometer combination.I ran a total of 64 tests. Motors involved were:

Overlander Hurricane 650 direct drive, with a 3:1 gearbox, and with a 2.33:1Olympus belt driveJamara 400 7.2V with 4:1 Moorcraft gearboxJeti 30/3 run direct driveModel Motors 2412 direct driveMonster 19T (a motor aimed at the car fraternity) direct drivePermax 400 direct driveGraupner Speed 400 6V in twin configuration direct drive and with 2.33:1gearboxesGraupner Speed 600 7.2V plain bearing on Olympus belt driveGraupner Speed 600 7.2V ball bearing on Olympus belt driveGraupner Speed 600 8.4V plain bearing direct drive and on Olympus beltdriveVenti 600 direct drive

All batteries were Sanyo NiCds in good condition and were:8 x 800AR6 x 20006 x 24007 x 2400

34 E.F.-U.K.

8 x 240012 x 2000

Props were a variety of APC-E and Graupner CAM props and two wooden props -an 11" x 6" Airflo and an 11½" x 6½" Contest (both left over from my control linestunt days and known to be efficient items).It quickly became apparent that there was a considerable number of instanceswere the MotoCalc predictions and the actual readings differed markedly. I comparedthe readings for Amps, Volts, Watts and RPM and found (as one would expect) asimilar picture under the three 'electric' categories.For ease of illustration I have plotted the Amps reading in graphic form:

A word of explanation. The graph shows how the actual readings differed from theMotoCalc predictions by showing them as a percentage of the MotoCalc figure. Thereadings to the left of the thick vertical line show instances of the actual readingbeing lower than the MotoCalc prediction. The readings to the right of the lineshow instances where the actual readings exceeded the MotoCalc predictions.Thus the reading on the extreme left shows that for that particular test (it was theJeti Phasor 30/3 turning an APC-E 11” x 7” on 6 x 2000 cells) the recorded ampswere only 58.3% of the MotoCalc prediction (16.8A as opposed to 28.8A).

E.F.-U.K. 35

The reading on the far right (Hurricane 650, 3:1 gearbox, 11” x 6” Airflo woodenprop, 8 x 2400 cells) shows that the actual amps drawn exceeded the MotoCalcprediction by 54.0% (15.4A as opposed to 10.0A).As can be seen from the graph there were more instances of MotoCalc predicting alower current draw than actually occurred than vice versa. All of these tests wereof a non-destructive nature - in none of them did motor, pack, or ESC approachunacceptable temperature levels.I have similarly plotted the comparison on RPM figures, and again the actualRPM recorded varies from the MotoCalc expectation, although the variation is farless marked and the instances of MotoCalc overestimating RPM are far fewerthan is the case with current draw.

The graph is similar to that for current draw – readings to the left of the verticalline indicate tests where the measured RPM were less than predicted and thepercentage of the MotoCalc figure which they achieved, those to the right show thereverse.Apart from the disappointment of finding a set-up to be less powerful than predictedor the joy of finding more power than predicted, the variation in RPM figures are,of course, far less worrying than an underestimated of current draw.I would be interested to hear if other fliers have run similar tests and if so whatresults were obtained. You can contact Mike using email atmikerolls37@hotmail.com

36 E.F.-U.K.

The AEFA Postal Competitionby Ray Pike

This is the third year that the AEFA (Australian Electric Flight Association) haverun their 7 cell postal competition.The event flown is the same as the popular 7 cell event that we fly as a nationalcompetition. It originated from the thermal task from the old F3E event, but islimited to models with a maximum of 7 cells.It is a limited motor run event with an aim to fly for exactly 5 minutes. One pointis awarded for each second of flight up to 5 minutes (300 points) and then pointsare lost again for exceeding 5 minutes. Any motor run used is deducted from theflight score and there is the current F5B 30, 20 and 10 point landing "spot" to addon to the final score.In National competition, the flights are scored "man on man" so that the winner ofeach heat gets a normalized score of 1000 points and the other fliers get a proportionalfraction of this. For the postal competition, this is not possible as many entrantsare "lone" fliers - although all fliers are required to have a separate timer whotimes the flight time and the motor run.This year, flights could be made anytime in the first 14 days of each month. Lastyear a specific weekend was used, but after some discussion, it was decided that ifa 14 day "window" was given, then it was fairer to all concerned.With our country size, the weather on the East & West coasts (as well as North &South) can be considerably different, so it was felt that 14 days gave entrants moretime to pick favourable weather.Last year some competitors would have warm and calm conditions while otherhad strong winds and rain. A "handicap" system was used for the first two yearsbased on the temperature and wind strength. However we could never agree onwhat was "fair"!As I had pointed out a number of times zero wind usually meant zero thermalsand temperature alone did not determine the lift available which is determinedmore by the daily temperature change and often the proximity to the sea.The main aim of the postal competition in my mind is to get people to go flying !!To allow as many as possible to have a chance, we only count the best 6 flightsfrom a total of 10. (February to November) I missed one month as I was otherwiseoccupied fly in York!!I did put a 7 cell motor in my Ripmax Evolution that I had brought as a backup forthe World Championships in case of a total disaster (ie crashing both my Surprises).I made my September postal flights in Switzerland at Bruce Flockhart's field. Itried to "stir up" the other fliers by telling them that I went to Switzerland just to

E.F.-U.K. 37

get better thermals in our winter. (I don't think they believed me!!)The November flights have been flown, so we are awaiting the calculation of thefinal scores. Results are emailed to all entrants and are posted on the Internet at:www.maaa.asn.au/electric/postal.htmlMaybe next year we might have international entrants??Further information on the AEFA can be found at www.aefa.asn.au7 Cell Competition RulesThe aim is to fly a 5 minute flight and make a spot landing with the minimummotor run. The scoring system is:

One point will be awarded for each full second of gliding time.One point will be deducted for each full second over 300 seconds.Landing with the nose of the model within 5m of the landing spot scores 30points, within 10m, 20 points and within 15m scores 10 points. No landingbonus is awarded if landing occurs more than 330 seconds after the start.Group scoring will be used for each heat.On the signal to start, all models will be launched. Any model not launchedwithin 10 seconds will loose one point per second until launched.

Model specifications:F5B rules apply, except the voltage source shall be 10 volts maximum,made up of seven NiCd cells in a row.

A friend & myself after completing the November round of our postal competition

38 E.F.-U.K.

Lightweight Motor Mountby John Norman

This 20 g (0.7 oz.) mount was made fromtwo 3 mm (1/8”) thick birch ply platesand 4 pieces of 8 mm (5/16”) birch dowel.The rear plate is 55 mm wide and 60 mmhigh (2.1” x 2.3”). The front plate is thesame height but 17 mm (0.66”) narrower,making the width 38 mm (1.5”). Therear plate was drilled with 3 mm (1/8”)holes down the sides to facilitate boltingto a firewall/bulkhead. The front platewas drilled to suit an AXi 2820/12.To ensure accuracy the two plates werescrewed down one on top of the other anddrilled with an 8 mm (5/16”) bit toaccommodate the dowels. These arespaced as follows: left to right 22 mm (0.86”) centre to centre and top to bottom 45mm (1.77”). This vertical spacing allows the motor to be slid in from the side.The overall length of this mount is 70 mm (2.75”). The parts were made withhand tools and assembled with PVA glue.Actually, after assessing the holder in practice, I have concluded that it may besomewhat over-engineered. I shall make the next one with 5 mm (3/16”) dowelsand smaller front and rear plates. The result should be a more compact butadequately strong mount.

Left: The motor mount installed with motor. Right: The finished, "electrified", Touch &Go. Other modifications include built-up tailplane and in-board ailerons in place of

large plate ailerons tacked on to trailing edge.

E.F.-U.K. 39

Then the Motor fell off !!!Experiences with an ARTF

by John A Thompson.Last year with the demise of my Graupner Sukhoi I had been looking for areplacement for my Torcman 350/20/21. At that time largish electric aerobatswere rare, but on a visit to the BEFA Seminar at Leamington I spied a lonely largebrown box on one of the Trade stands. This trader was reducing his kit stocks toconcentrate on up-market motors and so this was an absolute bargain, makingthe trip from Yorkshire well worthwhile.The ’Diablotin’ is made by JR in the Czech Republic, not the RC manufacturer,and I already had a ‘Coot’ from the same stable. I believe the name means Devil asone is included in the kit; perhaps that is where we get diabolical from. It followsthe usual FunFly pattern of large built up wings with thick section and largecontrol surfaces. As expected the contents were absolute first class, superb buildingand Profilm covering with a lightweight structure.The ‘plans’ were A4 sheets with line drawings showing the main assembly, but nodetails for installing the batteries. A Mega motor was shown and 8 cells suggested,not what I would be using. A large beautiful, lightweight, colour coordinated, FG

The finished Diabolotin

40 E.F.-U.K.

cowl was included and the plan showed the motor fixed to the front of this.I had doubts about this, with the large ‘torquey’ motor, and so an alloy ‘U’ mountwas fabricated and screwed to the firewall. This could also hold the speed controller,and a cutout under the nose directed air around this, exiting under the wing.Mounting the 14 Panasonic 2000 cells was a problem that took the most time tosolve. No way would they fit in the area shown on the plan, and eventually a packof 12 in line from Alan Fry was fitted with 2 extra on one end, and these would justfit under the turtle deck.The turtle deck is foam and veneer, which would not last long on it’s own. Thereforethe inside was coated in lightweight glass cloth, overlapping the longerons. As anexperiment ‘Milk Varnish’ was used to attach it, needing several coats, but workingvery well. It is light and flows on well, and is cheap. A final layer of epoxy resinhardened it off.My next problem was how to stop the batteries moving around and after four trialand errors a liteply fitting was made which clamps the pack via a nylon bolt on thebottom. This has worked better than expected, and the pack can just be insertedin the recess on the fuselage bottom.Ready to fly, the model weighed 4½ lbs. (2 kg), or two kilos if you are decimated,and looked the business. The 14” x 7” APC thin prop gave a draught that clearedmy workbench, and only pulled 20 amps so the 2,000 cells should give a good run.Down at the Dewsbury field the model leapt into the air and was extremely agile.

The wing seat showing the radio layout with 600 mAh NiMH receiver battery

E.F.-U.K. 41

Battery aperture showing the crosspiece to prevent flexing.I was enjoying it so much that I ran the cells out and the subsequent landing wasin the rough. On recovery I was astounded to find the motor hanging down!The large propeller may have caught the ground and the leverage of the mountcaused the firewall to come away. The triangular balsa filets had ripped awaywith signs of insufficient glue in the joint. Back home the unit was epoxied backin place and back to the field.Take off was again brisk but as it turned downwind the motor fell off, in flight thistime!! With it dangling on controller cables the model was uncontrollable, and Iwas fortunate not to finish up in the downwind river.On closer inspection it was apparent that the plywood is only as high as the fuselagesides, and a balsa semicircle covers the end of the turtledeck, adding little strength.The sides could flex and weaken the glue joints.A new firewall was made covering the turtledeck as well and a small cross memberfitted at the bottom with glass tape reinforcing the joints to stop flexing.The model is back in pristine condition and is a joy to fly, the only problem sincebeing a heavy landing, again in the long grass, cracking the lower longerons justbehind the wing, but was soon fixed.

42 E.F.-U.K.

Many IC flyers have commented favourably on its performance, and I am stilllearning its capabilities, now what is a ‘Harrier’?

Top left: Firewall loose, Top Right: Firewall missing,Bottom Left: Battery with clamp, Bottom Right: Clamp

E.F.-U.K. 43

Above: The special pack, thanks to Alan Fry of ImportTekniK.

Below: The motor & controller mount.

44 E.F.-U.K.

Above: The cooling holes in the cowl.Below: The devil supplied with the Diabolotin

E.F.-U.K. 45

Pillerton Hersey 2004by Robin Andrew

Twenty years ago John Lewthwaite was clever enough to realise that the start ofthe expansion of electric flight was occurring. This year marks the twentiethanniversary of the fly-ins at Pillerton Hersey.We had good weather this year, and a good turn-out was achieved. It was a treatto see all of the regulars again - Josh Spiers, Richard Jones, Stephen Mettam,Richard Few, Dave Chinery, etc, etc, and even Mike Paine attended. John kept usentertained all day with his numerous planes, all of which stunted well.Mike Paine had a new, scale, Stringbag (Fairey Swordfish) of a good size, whichflew so well that I awarded him the “Robin Andrew” trophy cup after two lovelyflights. I even got an award myself for three flights with my scale, 6 motor,French flying boat, the Latécoère 631 of 1939 vintage, which was design for Atlanticcrossings (Editor: the full size, not the model).Later in the day, Richard Jones was awarded a plaque for flying his Electric DuctedFan Blohm und Voss BV215. Josh Spiers also received a trophy for his non-stopflying displays.I took a number of photographs of the people and planes to show how many othermodels were in attendance. Many thanks to John Lewthwaite and his helpers, agood day was had by all. I’m looking forward to seeing everyone next year.

A “Coulombs” built from German Plans - It flew beautifully

46 E.F.-U.K.

Above: Derek Vice’s airforce.Below: Josh Spiers’ Banchee aerobat

E.F.-U.K. 47

Top: Gordon Tarling’s Tiger Moth

Middle: Josh Spiers’ own design “Rascal” with aileronsBottom: Some of the other aircraft at Pillerton Hersey 2004

48 E.F.-U.K.

Above: Robin Andrew’s Latécoère 631 flying boat - Winner of a plaqueBelow: Mike Paine setting up his Fairey Swordfish - Winner of the Scale Cup

E.F.-U.K. 49

Above: The model of Richard FewBelow: Richard Jones with his latest model, a Horten 9c twin

50 E.F.-U.K.

This is a 6’ (1.8 m) span Blohm und Voss BV215 built by Richard Jones.Tony and Anthony Hill taking a break next to their ARTFs

E.F.-U.K. 51

52 E.F.-U.K.

Vintage Anticsby Brian Boughton

(photos by Ivan Goodchild & Brian Boughton)Having been away from model flying for a few years, I wanted to start again, buton looking at my old models I decided that I wasn't getting any younger, andsomething slower and more suited to the rather ancient citizen was needed.To get flying again fairly quickly, I decided not to design my own model for themoment, so I visited my local club (Bury St Edmunds) to get ideas.Like some other model clubs, the average age of members is rising, and I soonfound that others were in the same situation as myself, even if they didn't admitit. Several vintage model types were in use, such as the Radio Queen and others,but all were powered by IC engines.Most of my models have been largish, so I ended up deciding on the MajesticMajor, which is an enlarged version of the Junior 60, which itself was a free flightpower model when first designed. The model is of 84" span, and is a high wingmonoplane of simple, mainly balsa construction.At least four other people I have met are flying the Major. However, I had the jobof converting the design for electric power, and it occurs to me that some memberswill be interested in the detail of the changes that were made.

The structure of the Majestic Major

E.F.-U.K. 53

I decided to re-use one of my old motors, and the one chosen was a Geist 90/1256cobalt motor which previously powered my 90" Aiglon, a model weighing 14 lbs.and which was much faster. This motor has ample power, will run well on 24cells and easily swings a 14 x 8 propeller without a gearbox. I bought Sanyo 2400cells, and the battery load weighs somewhat above 3 lbs.I would have to build the airframe as light as possible to accept the weight ofbatteries; but when you look at the plan, the model seems to be all air anyway, sowhat to do ?I started by selecting my balsa carefully, using hard balsa only where necessary,and medium and soft where appropriate. As my local model shop makes littledistinction between different hardnesses of balsa, I bought my wood from a wellknown balsa supplier, who could also supply four foot lengths where needed. Onits own, careful wood selection can make quite a difference to all up weight.Starting with the wings, I built as per the plan but cut out the ribs with sizeableholes, which method doesn't reduce much weight but makes one feel better. I alsoused thinner ply than specified in the wing centre section.

Close-up of the modifed nose arrangement

54 E.F.-U.K.

The tail generally I built without alterations, and the fuselage was similar at therear. The front of the fuselage was, of course, different. The main formers werelightened by using slightly thinner ply, and holes were cut out of them to give anairflow past the battery.This airflow started from a "shark" type air intake below the nose, passing themotor brushes, the speed controller, the battery and out by the rear vent on top ofthe fuselage, where the rudder cables leave the fuselage.No hardwood bearers were needed, but the motor mount needed specialconsideration. The Geist motor has a substantial frontplate with tapped holes, soit was best mounted onto the nose front with bolts. The nose former is of thickply, with balsa behind, then further ply laminated before more balsa.Apart from the main front nose ply, the mount is cut out to fit the motor andcovers about half of it. The motor has a fitted turned aluminium ring on it whichmade for an earlier model, and which prevents the motor from moving forward.The whole front block is solidly glued to and braced with fillets to the fuselage.You may wonder why all this strength is needed. It is because this motor hasPOWER, and on a previous model it pulled the nose off altogether when I gave itfull throttle, departing forwards rapidly. Say no more.

The Geist 90/1256 motor mounted in the nose

E.F.-U.K. 55

The Geist motor has a small stub axle, and as I am not using a gearbox, thepropellor hub is fitted to it. Previous experience has taught me that the mainmotor shaft and its armature are very expensive to replace, so I fitted a smallcommercial ball bearing on the shaft, recessed into a fitted hole in the front plyformer. In addition, I always use a wooden propellor, in the hope that this willbreak before the shaft is damaged.The one place where I used heavier than specified material was the undercarriagelegs, which are one gauge above normal. Battery weight can mean that an electricmodel can land heavily if one (rarely?) does not get the landing quite right.The model has rudder, elevator and throttle only, so the hardware installationwas no great problem, but I did find that the elevator pushrod was so long that itwould whip if you moved the elevators by hand. This was overcome by fitting asupport halfway down the fuselage, which retains the pushrod in position. Arelease pin of thin piano wire can be withdrawn from outside the fuselage formaintenance.I decided to fix the tail assembly with small Philips screws onto the fuselage toprear, not using rubber bands as on the plan. This avoids disturbing settings whenrigging up, and is more precise anyway.With most of this fitted up before covering, I did a weigh-up to see how I was doing.The plan speaks of 9.5 lbs all up weight ready to fly, and states that payloads of3lbs have been carried by the model.

The completed Majestic Major, replendant in Red and Yellow

56 E.F.-U.K.

The results were:Wings & Joiners 775 gTail surfaces 60 gFuselage,with hardware 2105 gReceiver battery 100 gPower Battery, 24 cells 1540 gTotal 4580 g ( 10lbs 1.5oz)

This was sufficiently encouraging, so I finished the model, covering it with Profilm,(which I have not used before but was recommended by club friends). The weightwas now 10lbs 12 oz.It may interest members to hear that I asked all four of my club friends what theirIC Majestic Majors weighed, and only one had weighed his model, at a little overthe specified weight!The day came for a test flight, and Ivan Goodchild test flew it for me, as it was along while since I had flown a model. He got a shock, as it tried to climb so muchthat he had a job to control it, but succeeded in getting it down undamaged.I was then told by others with the same model that as it was designed for freeflight with the very weak motors that were in use in the past, the trim layout onthe plan was too much upward for modern power plants.

Throttle-up and away she goes!

E.F.-U.K. 57

I raised the trailing edge of the wing about 1/4" (6 mm) and the leading edge of thetailplane about 3/8" (10 mm), after which Ivan had a happier second flight undercontrol. Thank you, Ivan.Since then I have trimmed the model out and made numerous flights. The onlyairframe alteration needed was the underfin, which is far too weak, and here Ifitted an internal hardwood post which has done the job.The model takes off very quickly, and has an excellent initial climb with thismotor. It is, as designed,a slow flyer and is verystable. It will cruise onabout 40% power, and onthe present battery set upthis gives 12.5 minutes ofpower, and flight times ofup to 14 minutes arepossible. It is relaxing tohandle, and a suitablemodel for electricconversion. I am pleasedthat I made it.

The Majestic Major looking very elegant

On the ground after another flight

58 E.F.-U.K.

Grumman Wildcat - Part 2by Rob Ireland

In a world of ARTF models there is still a place for a plan-build project. It’s verylaborious in comparison to the minimal assembly of the ARTF, but the additionalreward is hard to describe. It’s a certain inner-feeling of satisfaction andachievement which I’m sure you already recognise!While I possessed a plans catalogue (now disposed of because it’s too dangerous!)one of the “flicking-through” sessions threw up a couple of possible models. Onewas for a DH Hornet by Gordon Whitehead, and the other was a Grumman Wildcatby JP Neate. The important aspects I liked about them were; they were of a nicesize and didn’t have undercarriage or other complexities. The scale, of both plans,turned out to be 1/12.It is my experience that most glow-powered models as these were designed have afixed wire undercarriage of some sort with the associated hard (heavy) points to fixit too. Neither plan had these. The Hornet when built for electric was notsatisfactory, (my own fault, it was too heavy and underpowered…but possiblywith a pair of Mega 16/15’s…?) but the Wildcat has been a gem!As with the Hornet, the Wildcat had to be converted to electric power but wasquite easy. The intended glow-motor was a .020 size fitted within the bottom halfof the cavernous cowl, and a home-made fuel tank neatly occupied the upper half.

The fuselage ‘barrel’ during construction

E.F.-U.K. 59

A direct drive speed 600 was fitted in a rolled-ply tube, which itself was glued andgusseted to the firewall. The speed controller is Velcro’d to the back of the firewallwhere it has plenty of room. The cowl was roughly constructed from balsa chunksand sanded down by mounting it in a drill chuck.The original design was obviously very light, being constructed from stringersand formers on a half crutch system. (I belatedly found that some of the notchesin the formers did not line up with the stringers, and had to do some jiggling aboutwith them.) It’s difficult to do this shape of fuselage differently without adding alot of weight, and it was certainly light!The quarter deck which blends into the fin is sheeted with 1/16 balsa, and provedvery tricky to get the curve transitions moulded in. There is a ¼” ply wing joinerfixed across the fuselage above the battery tray, the wings being glued on later.With loads of space in the fuselage (it measures about 7” diameter at the wingroots) the battery tray could be easily fitted on the centre of gravity. Strips ofVelcro have been found ideal for battery fixings in many of my models. The batteryintended to be used was a 7-cell sub C NiCd.In the fuselage bottom under the battery tray, I built in two finger holes for easyhand-launching.Behind the battery tray there are two Graupner micro-servos C241, each drivingan aileron torque rod. Each servo sits in a small tray fixed to the fuselage sides. I

The cavernous battery compartment looking forward

60 E.F.-U.K.

use a horn on the torque rod made from a brass collet with a brass arm solderedon. In this way the ailerons can be centred-up or adjusted very easily. A HS 81drives the elevator through a plastic snake. Even fully fitted with equipment,there are stacks of room in this huge fuselage.The wing halves have a lot of taper in the design. These were replotted in Clark Ysection using "Profili" (a very useful computer program for generating airofoils).The shear webbing in the root bays is thick, and assembled flush with the rearedge of the spars - so the wing joiner butts onto the rear of all of this.I had decided to finish this Wildcat in the colours of N5833 of the Confederate AirForce, which I had seen as a photograph on a calendar. The dark blue with whitestars is a colour scheme which was a bit late for service Wildcats, the aircraftbeing out-gunned by the Zero by then.Corsairs and Hellcats in the Pacific theatre would certainly have worn these colours.No. N5833 had been specifically finished this way to take part in the US Navy'scelebration of the 50th anniversary of VJ-Day. In August 1995 it and other carrieraircraft was launched from the deck of USS Carl Vinson.There are dozens of different paint schemes which could be applied to this plane, inU.S. designations alone. It could also be finished as a Martlet in green/browncamouflage and invasion stripes.The best bit is the flying….

The battery compartment looking aft

E.F.-U.K. 61

As I originally equipped it the 7-cell sub-C battery was really a bit too heavy, andI used instead an 8-cell pack of CP-1300 SCR's (which was intended for my overdueMiG15). At over 80W/lb the climb-out is very assertive but full throttle will drainthe battery in 4-5 minutes. Economical use of the stick will return a flying time of6 minutes, with a safe reserve.Large loops are easy and circular. Aileron only rolls are a bit barrel-like, but arudder could be added. A lot of aileron movement is required which I suspect is abit draggy, so deeper ailerons with less movement would have been better!What I particularly enjoy is flying the Wildcat in calm weather, particularly towardssunset. The slow fly-bys are rock steady and scale, and the sun glints off theglossy blue SolarFilm and the white stars and bars. The pilot waves from thecockpit, then goes round and does it again.For me, this is a deceptively quick model for a speed 600 in such a large barrel.The speed becomes apparent when gliding in for a landing. As it gets nearer thestrip I have realised that it is going too fast - usually twice as fast as is comfortablefor a safe landing. It took many flights for me to learn how to make the correctlanding approach for this one!Post 2003, I have tried a borrowed brushless motor. If you can afford one it definitelymakes a big difference. Things become twice as good!The one I fitted is a Jeti 15-4 with a suitable controller being a Jeti 30-3P. This

The pilot in the office

62 E.F.-U.K.

motor, and others like it, is a direct mounting replacement for the speed 600, anda little lighter. Current draw is down to 20A static and with the weight reductionthe power to weight ratio is still high, at about 80W/lb. A 9” x 6” propeller will pull30A static, but I think this is excessive?Flying time on the Wildcat now is a regular 9 minutes of average flying manoeuvres,extending to a safe 11 minutes for the sunset fly-bys. The first pack of CP-1300has now been replaced with new, having never been in the MiG they were intendedfor!The Widcat in the meantime has been on 127 missions to date.

Original Specification 2001 Latest Specification 2003Speed 600 8.4V Flux Ring Removed Jeti Phasor 15-4Kontronic Sun 3000 Speed Control Jeti 30-3P Speed Control23A Current Draw (Static) 20A Current Draw (Static)33.5 oz. (950 g) 32 oz. (905 g)88 W/lb. (40 W/kg) 80 W/lb. (36 W/kg)17.6 oz./sq.ft. (53.7 g/dm2) 16.8 oz./sq.ft. (51.3 g/dm2)Wing Span 39” (1 m)Wing Area 1.9 sq.ft. (275 sq.in. or 17.7 dm2)Kavan 8” x 6” propeller8 x CP-1300 SCR cells

I've an RBC Spitfire waiting to be built. Being almost the same size as the Wildcat

I think I have the perfect power combination for it. I think it must be built soon!The finished Wildcat

E.F.-U.K. 63

Some Silk-Inspired Musingsby John Norman

I particularly enjoyed David Theunissen's article on silk covering in issue 76 ("Sniffthe Dope") because I've been thinking for some time of trying silk myself. There isno question that as far as covering goes, film rules.But some of the free flight boys must still use silk because Mike Woodhouseadvertises 11 g/m2 Jap silk on his website (Mike Woodhouse Freeflight Supplies).I seem to remember that, in the old days, the technique was to apply the silk"damp" rather than "wet" with lots of dope, pinning it down to the structure hereand there as one went along. I have been thinking of using one of those milky,water based clear varnishes from B & Q etc. instead of dope.It would certainly be sticky enough and wouldn't smell, but the water might notinduce sufficient shrinkage to tauten the silk. There's one way to find out, ofcourse. I'd better get on to Mike Woodhouse and order a couple of pieces!I did read somewhere that bonding silk to an airframe which had already beentissue covered and doped produced a very realistic scale fabric effect - just whatDavid was after for his Hurricane.Water-based varnish or even wallpaper paste might be worth trying for thistechnique. There would be a weight penalty but, as, overall, less dope wouldprobably be needed, it might not be significant.David's choice of the BAE Hurricane also struck a nostalgic chord. I suspect hisbookcase contains a copy of Richard Riding's book, "Ultralights- the early BritishClassics". Among these 250 pages of sheer delight is a 3-view and full history ofthe 1922 Hurricane.Of the scores of other aircraft covered some are simply weird, others are alreadymodellers' favourites (Comper Swift, Chilton DW1, ABC Robin, for example) andyet others - like the 1922 Hurricane - are ideal modelling projects which we seemto have overlooked.There's one of the latter which I keep coming back to and mulling over - the ShortSatellite of 1924. Unusually for its era the Satellite had a streamlined, oval sectionfuselage with aluminium stressed skin covering. The fabric covered wings featuredlarge, full-span ailerons which could be deflected downwards to vary camber.As can be seen from the drawing (based on the one in Richard's book) the Satellitehad plenty of wing area and an attractive, clean appearance. To me it seems idealfor a model, but I've not come across any examples or plans. Have you?A bit more information about the Satellite may be just what I need to spur me intoaction! If you have please let me know, by email at johnnorman5@aol.com

64 E.F.-U.K.

The original 34 ft. wing span was reduced to 32 ft. after serious wing flutter wasexperienced. Quarter-scale would, therefore, give us an 8 ft. span model with 10sq. ft. (93 dm2) of wing area.A flying weight of 7 to 8 lb. (3.1 to 3.6 kg) should easily be possible, giving a veryfavourable wing loading. Tempted? Silk covering mandatory of course!

E.F.-U.K. 65

Electric Flight CalendarIf you would like details of your event to appear in these pages please send fulldetails to the Editor EF-UK, contact details on page 4. Please bear in mind thatthis magazine is quarterly so ensure that the details are sent in good time.

For last minute information on events please check out the events list on theBEFA website (www.befa.org.uk).

Dates, times and, even, locations of events can change at the last minute. You arestrongly advised to check on events with the given contacts before setting out onyour journey to any event.

All BEFA flying events require proof of BMFA (or equivalent) insuranceand an ‘A’ Certificate to fly.

For flying fixed wing models, any of the fixed wing ‘A’ certificates are acceptable.For helicopters, a helicopter ‘A’ certificate will be required.

Additionally, all flying models must have been satisfactorily test flownprior to the BEFA event - NO TEST FLIGHTS ON THE DAY.

March 200520th BEFA Annual General Meeting and Traders’ Fair. Please note

the date change, due to the Royal Spa Centre being unavailable onthe original proposed date. See page 7 for more details.

April 200517th BEFA ElectroSlot & E400 League Event at Pillerton Hersey. For

more details contact David Perrett at d.l.perrett@btinternet.comor 01455 272 297

May 200515th BEFA ElectroSlot & E400 League Event at Billesdon, Nr Leicester.

For more details contact David Perrett at d.l.perrett@btinternet.comor 01455 272 297

22nd-23rd Sandown Model Symposium at the Sandown Race Course, Esher.

June 20055th Hayes & District Model Aero Club are holding their annual event

at Cranford Park.12th BEFA ElectroSlot & E400 League Event at Leamington Spa. For

more details contact David Perrett at d.l.perrett@btinternet.comor 01455 272 297

66 E.F.-U.K.

19th Chester MFC Fly-In at the Roodee, Chester. For more informationsee www.chestermodelflyingclub.co.uk

25th & 26th Wings & Wheels Model Spectacular at North Weald Airfield, nearEpping, Essex (near junction 7 of the M11 motorway). Please see the press releaseon page 6 for information about the event.

July 20052nd - 3rd BEFA Festival of Flight at a venue to be confirmed. This is theannual event previously held at Middle Wallop. Due to the increasing cost ofusing the Middle Wallop airfield we have decided to evaluate alternative venues.2nd BEFA ElectroSlot & E400 League Event at TBA. Details fromDavid Perrett at d.l.perrett@btinternet.com or 01455 272 29716th - 17th Model Expo 2005 at the NEC, Birmingham. The BEFA had a bigpresence at Model Expo 2004 and we hope to do the same this year.24th BEFA ElectroSlot & E400 League Event at Leamington Spa.

August 20057th BEFA Fly-In at North Leamington School, Royal LeamingtonSpa.12th BEFA ElectroSlot & E400 League Event at York.27th - 29th BMFA British National Silent Flight Championships. TheElectroSlot and E400 events at this years Nationals will count towards the BEFAleague event scores.

September 20054th BEFA Fly-In at Cranford Park with the kind permission andassistance of the Hayes & District Model Aero Club.11th BEFA ElectroSlot & E400 League Event at Wetlands.23rd BEFA ElectroSlot & E400 League Event at Pillerton Hersey.

The following competitions/events will be run at the BEFA fly-ins in 2005:

• An informal Scale competition

• An E400 mini-event will be held during the lunch period. It will flown to thenormal E400 league rules, but these events will not count to the BEFA E400league results. Awards will be presented on the day.If you have suggestions for other events that could be held, at the BEFA Fly-Ins,please send them to the Editor (see page 4) for consideration by the BEFA committee.

E.F.-U.K. 67

Member's Sales & WantsFOR SALE / WANTED

For Sale by Martin Collins, a Convair B-36 PEACEMAKER. 75" wingspan,scale electric plane of the famous cold war bomber with 6 x 280 motors & 3-bladedpropellers. It has 2 GWS micro servos in the wings and 2 Supertec Naro Max/BBservos for elevator and rudder.The speed controller is a Jeti 35Amp and the battery pack is an8 cell Sanyo 3000 mAh NiMH.It was scratch, built using blownup plans, from blue foam and hasbeen built to a very high standardand is in good all round condition.It is a very nice flyer and soundssuperb with the 6 pushers goingat full chat. Flight times are 8to 10 mins dependant on throttleusage. Only requires a receiverto fly, reluctant sale to pay for abrushless motor for a biggerproject: Will not post due to the size but I am prepared to deliver locally for free, orfor cost of my petrol if more than 10 miles. Can email some more pictures ifrequired. Price is £140 and the plane is in Milton Keynes. Contact Martin atkartman.nascar24@btinternet.com or on 01908 583 545

The following items are for sale by Brian Lawrence, emailbrian@lawrence39.fsnet.co.uk or on telephone 01582 736 453:

• Kruse Synchro-Gear belt drive 2.25:1 ratio. Pinion bore 1/8” (3.18mm).Complete and undamaged - £30

• Graupner Speed 650 BB Race - £15

• Lancaster Kit from Priory Models. A 4 x Speed 400 model. Kit has balsaveneered foam wings and fuselage, all other balsa and ply parts, all hardware,mouldings & wiring harness - £50

Bruce Edwards is selling a ready to go Solitaire F5B model. Robbe Pro Sydneybrushed motor, Jeti 150A controller (unused), fitted servos. Add your own receiverand 17 to 27 cell pack. £200 o.v.n.o. Contact Bruce at flight999@onetel.net.uk oron telephone 01926 831 010.

68 E.F.-U.K.

For Sale by Trevor Wain, a Puffin Models "Elegant", 2.6m glider / electric glider.Completed and flown twice before other interests took over. Excellent condition, noservos or motor. Cost new £170, offers around £130 to Trevor attrevorwain@tiscali.co.uk or on telephone 01332 792508.

Gareth Hodges wants a Hacker B20-15L and 4:1 Gearbox, must be in goodcondition. Call Martin on 01873 830 808 or at Gareth.Hodges@btopenworld.com

Wanted: A Mini Laser 3D kit preferably not started, but a built model in goodcondition also considered. Contact Gareth Hodges on 01873 830 808 or email himat Gareth.Hodges@btopenworld.com

URGENTLY Wanted by the Editor any of the following:

• General or Technical Articles.

• Product Reviews.

• New products.

• Electric Flight Event write-ups.

• Hints and Tips.

• Photographs of your models (dimensions, equipment & performance please).

• New items of interest for inclusion in this magazine.

• Photographic (not inkjet) prints (6” x 4” or larger please) supplied will bereturned if you supply a return address, unless you specify otherwise.

• Digital photographs should be at least 1000 pixels wide (preferably as largeas possible), in colour and uncompressed (wherever possible) or lowcompression. They can be emailed or supplied on a CD / DVD.

Requests for inclusion in the For Sale & Wanted pages can be made by email, postor by telephone to the Editor using the contact details on page 4.

Entries can also be submitted on-line from the For Sale & Wanted page on theBEFA website (www.befa.org.uk)

If you wish to have pictures included with your entry post photographs, or emailgraphic files, to the Editor. Graphic files should be in colour and uncompressedwherever possible.

All adverts will be included in both E.F.-U.K. and on the BEFA Website unlessinstructed otherwise.

E.F.-U.K. 69

New to ELECTRIC FLIGHT?START HERE . . . . .

You may be taking up Electric Flight for the first time, you may be convertingfrom another discipline. Whatever your situation, help and advice is available.BEFA has prepared an information sheet which details further sources ofinformation which you may find useful when just joining the hobby. To receive acopy, please send a Stamped Addressed Envelope (S.A.E.) to Robert Mahoney,address on page 4.

BEGINNER'S GUIDEA Beginner’s Guide to Electric Flight is available, which explains many of the'Mysteries' of Electrics’ and will, hopefully, set you off on the right foot. Pleasesend £3.00, per copy required, to The Editor of EF-UK at the address on page 4.Please add £1.00 extra for overseas postage and remit in Sterling, cheques payableto BEFA.

TECHNICAL HELP SERVICETechnical help is now available again for the use of all members. We regret thatno telephone service is available, but all questions in writing (or email) will beanswered by our new Technical Liaison Officer (TLO). Please refer your queriesto our TLO, to the postal or email address on page 4. Please ensure that youinclude an S.A.E. for a reply.

CONNECTIONS SERVICERequests are frequently received from members who wish to be put in contactwith other members living in the same area. The easiest method of doing this isto place a free 'wanted' advert in the classified section of this magazine.Alternatively, a request may be made IN WRITING to the Membership Secretarywho is allowed to divulge such information to members ONLY. Please supply asmuch information about your location as possible and please remember to includean S.A.E. for your reply.

B.E.F.A. MEMBERSHIPMembership of the Association is open to all members of the BMFA. Those whoare not members of our national controlling body may only subscribe to EF-UKwith no other benefits of membership. Overseas members are very welcome andwill be classed as full members if they belong to their own national controllingbody.

CONTACTFor full details, please send an S.A.E. to the Membership Secretary (address onpage 4) requesting a membership application form. Those with Internet accessmay visit the B.E.F.A. website at www.befa.org.uk where you will find all themembership application form & information you should require.

70 E.F.-U.K.

B.E.F.A. SalesBEFA Round, Coloured Rub-down Decals - 50p each

EF-UK Back Issues - Issues 71 to 77 are available to BEFA members at £3.00each, or £5.00 each to non-members. These prices include UK P&P, overseasrates on application. Reprints of earlier issues may be available to special order,contact the Editor for details (see page 4).

EF-UK Index. A comprehensive index of EF-UK from issue 28 to 59 is availableby sending a £1 coin to cover copying and postage cost.

Binders:- are available to hold eight issues of Electric Flight U.K. Produced indark blue with gold lettering on the spine, these cost £4.50 each including U.K.postage. Please add £1 for European postage and £2 for Worldwide postage.

Sweat Shirts & Tee-Shirts: Stock of these is now almost all gone - pleasecontact Robert Mahoney regarding remaining stock, sizes and prices.

Please send all orders to Robert Mahoney at the address on page 4.PLEASE REMIT IN STERLING ONLY,

WITH ALL CHEQUES MADE PAYABLE TO B.E.F.A.

Advertisers IndexBEFA Sales................................................................. 70Fanfare.............................................. Inside Back CoverFor Sale / Wanted ....................................................... 67M.C.B. (Motors Controllers Batteries) ....................... 68New-2-U ........................................................................ 9RC Groups........................................ Inside Front CoverSpot-On R/C Aircraft .................................................. 19Traplet ............................................Outside Back CoverWings & Wheels ......................................................... 51

EF-UK advertising rates are £25 per inside / outside cover, £20 per full page,£10 per half page, all per issue. Contact the Editor for details (see page 4).

– MAIL ORDER –SPORTS ELECTRIC FLIGHT

FANS AND GEARBOXESwww.fanfare.f9.co.uk

FANSMorley ‘Jet Elec’ Fan .............................. £15.00WeMoTec Micro-Fan (280/300/330) ..... £14.00WeMoTec Mini-Fan (400/480) ............... £28.00WeMoTec Midi-Fan (540/ 600/930) ....... £38.00

GEARBOXESMaster Airscrew - 2.5, 3, 3.5:1 ............................. £16.00MP Jet Planetary - 3.33 & 3.8:1 - 400 / Pro 480 ...... £28.00MP Jet Planetary - 3.33 & 3.8:1 - Speed 480 ........ £28.00MP Jet Planetary - 3.33 & 3.8:1 - 540 / 600 ............ £28.00MP Jet Plastic BB - 4 & 5:1 - 280 / 300 ...................... £8.00MP Jet Plastic BB - 3, 3.5 & 4:1 - 400 / Pro 480 ......... £8.00MP Jet Plastic BB - 2.33, 3.5 & 4:1 - Speed 480 ..... £10.00MP Jet Plastic BB - 1.75, 2.33 & 2.8:1 - 540 / 600 .. £15.00Mini Olympus ............................................ £8.00Olympus ................................................. £12.00

MOTORSWEP Turbo 10 ........................................ £55.00Fanfare Silver 16T & 20T ...................... £34.00Fanfare Powermax 40T ........................ £38.00Speed 600 8.4v BB SP .......................... £17.00Speed 600 8.4v Race ............................ £22.00Speed 650 9.6v BB Race ...................... £33.00Speed 700 Neodym ............................... £38.00RE 380 / Rocket 400 ................................ £5.00Speed 480 BB ........................................ £21.00Pro 400 .................................................... £5.00Pro 480 HS ............................................... £6.00Pro 480 HS BB ......................................... £8.00

MAXCIM BRUSHLESSMax Neo 13Y 1430 rpm/v ................... £160.00Max Neo 13D 2470 rpm/v .................... £160.00Maxu 35D, 21 Cell Controller ............... £140.00Maxu 35C, 25 Cell Controller ............... £180.00Superbox 1.6 to 4.28:1 ......................... £50.00Monsterbox 4 to 6.8:1 .......................... £60.00Motor Mount ........................................... £12.00

MOTORS / GEARBOXESSpeed 400 FG3 ..................................... £17.00SpeedGear 400 4:1 Inline ...................... £38.00SpeedGear 480 3.45:1 .......................... £55.00SpeedGear 600 2.8:1 ............................ £51.50SpeedGear 700 2.7:1 9.6v .................... £70.00SpeedGear 700 Neo .............................. £92.00Mini-Olympus & RE380 .......................... £12.00Olympus & 540 ...................................... £19.00Jamara 600 2.9:1 ................................... £24.00Jamara 650 2.9:1 ................................... £26.00

PROPSM.A. Folding 12x8 ................ £14.00

15x12 .............. £15.25M.A. Wood Electric 10x6/10x8 ......... £4.25

11x7/11x9 ......... £4.5012x8/12x10 ....... £5.0013x8/13x10 ....... £5.25

Carbon Folders 7x4 .................... £6.00(Perkins) 8x4 .................... £6.00

11x8 .................. £9.00Slimprops 8x4, 8x6, 9x6 .... £3.50APC Electric 5½” - 12” dia . £3 to £4(full range available) 13 ” - 20” dia.£5 to £15

Selection of Graupner & Aeronautfolding & fixed props.

CHARGERSSpeed 1 Pulse (Peak Detect 4-8 cells) ...... £27.00Speed Ex Digital (as above + discharge) ... £55.00GWS MC 2002 - 12 cell NEW ................... £40.00Multiplex 4010 DC - (10-cell + discharge) .. £38.00

Wheels, Wire, Servos, Fuses, Caps,Powerpole, 4mm & 2mm gold conns.

FANFARE • 18 HILLSIDE ROAD • TANKERTON • WHITSTABLE • KENT • CT5 3EX‘Sports Electric’ Helpline - Phone / Fax: (01227) 771331 - E-mail: john.swain1@virgin.net

Now online at - www.fanfare.f9.co.uk