Model Airplane News 2011-03

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The Original Since 1929

ENERGIZE

YOUR ENGINE!Fuel System Secrets

PUSH

THELIMITS!

p. 70

22NEW PLANES& PRODUCTS

MARCH 2011

ModelAirplaneNews.com

FOR LESS! p. 104

PRO CONTROLFLIGHT TRAININGMADE EASY p. 60

JET SPEED,

PROP PRICE! Exclusive!

Hangar 9JACKAL 50

BIGGER

IS BETTERWorld-classGiants p. 76

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© 2010 Horizon Hobby, Inc. E-fite and Delta-V are registered trademarks o Horizon Hobby, Inc. www.E-fiteRC.com 30734

SPECIFICATIONS (EFL8075)

Wingspan

40.5 in (1030mm)

Length

49.3 in (1250mm)

Wing Area

392 sq in (25.3 sq dm)

Weight with Li-Po Battery

7.05–7.40 lb (3.20–3.35 kg)

E-fE kE DcED f

PEfocE P

E-ite takes electric ducted fan performance and engineering to new heights with the Plati-num Series Habu 32 DF. Designed around the E-ite Delta-V ® 32 80mm fan unit and 2150KvDF32 brushless motor, it uses hyper-efcient ducting that allows this power system to pro-duce large amounts of thrust without resorting to drag-inducing cheater holes. Match this

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Experience the ultimate in electric ducted fan performance. Get to your favori te E-ite retailerright away or visit E-fiteRC.com to nd one near you.*

he EW Platinum eries Habu 32 Df

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FEATURES

44 FUEL SYSTEMS MADE EASY

The first step in keeping your engine runningBY GERRY YARRISH

60 AEROFLY 5This flight sim feels so real, you’ll grab your

glue when the plane crashes!

BY JOHN REID

76 2010 MONSTER PLANES USAThree years old and getting bigger!

BY RICH URAVITCH

104 JR 11X SYSTEM A true pro-class radio at a fraction

of the price

BY GERRY YARRISH

AR PARROT DRONEThis quadricopter that’s controlled by an

iPhone or iPad will appeal to your inner geek

SEE IT AT MODELAIRPLANENEWS.COM

THUNDER TIGER 30%

TOC EXTRA 260This high-performance, giant-scale plane

is capable of unlimited aerobatics and 3D

flight!

SEE IT AT MODELAIRPLANENEWS.COM

CONTENTS March 2011 Volume 139, No. 3

76

COLUMNS

70 ROTOR SPEEDUpgrading to flybarless control

BY PAUL TRADELIUS

86 ENGINE CLINICFrom books to gold editions

BY CLARENCE LEE

114 FINAL APPROACHBob Walker’s Benoist

BY DEBRA CLEGHORN

6 MORE FROM THIS ISSUE AT MODELAIRPLANENEWS.COM

On the cover: The new Jackal 50 from

Hangar 9 is a great way to experience the

thrill and excitement of jet performance,without the complications of the jet power

system. Photo by Hope McCall.

DEPARTMENTS

8 On the Web

12 Preflight14 Airwaves

20 Tips & Tricks

24 Flightline

100 AirAgeStore.com

112 Index of Advertisers

FLIGHT TESTS

Exclusive!

32 HANGAR 9 JACKAL 50 ARF Answer your need for speed with this

prop-driven performer

BY CRAIG TRACHTEN

52 PHOENIX MODELS

KATANAPractice your aerobatics with this

solid performer

BY MIKE GANTT

Exclusive!

94 BH MODELS 1.20

PILATUS PC-9 A striking rendition of the Swiss

high-performance turboprop inRAAF Roulettes livery

BY MICHAEL YORK

60

104




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CONSTRUCTION CARBON

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Carbon-Z™ is a revolutionary composite construction technique developed by world

aerobatic champion Quique Somenzini. It uses a patent-pending technique to fuse

the lightweight durabilit y of Z-Foam™ with the strength and rigidity of carbon ber.

Te result?

• Airframe structures that are unbelievably strong

• Light weight for low wing loading and better thrust-to-weight ratios

• Excellent rigidity for more precise response

• Can be repaired at the eld so you can keep ying

• Durable exterior that looks good in all temperatures and weather

See Quique’s weight test for yourself and learn moreabout the Carbon-Z Yak 54 at

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ONTHEWEBModelAirplaneNews.com

ONLINE FLIGHT REPORT

FLYZONE SUPER CUB

Now you can fly a legendary

civilian aircraft in less than anhour! Available in both ready-to-fly

and receiver-ready versions, this

Super Cub has great looks and

performance to match. Our reviewer

loved its scale touches such as the

shock-absorbing landing gear and

instrument panel detail. See the

full review at ModelAirplaneNews.

com/flyzonesupercub

ONLINE FLIGHT REPORT

THUNDER TIGER 30% TOC EXTRA 260

Looking for a high-performance, giant-scale plane

that’s capable of unlimited aerobatics and 3D flight?

This Extra is just the ticket. Reviewer Mike Gantt

writes, “A very high level of factory work means you will

spend less time building and more time flying; I spent

25 hours on assembly.” Read the full review online atModelAirplaneNews.com/toc260

ONLINE FLIGHT REPORT & VIDEO

AR PARROT DRONE

Contributor Greg Gimlick likens the Parrot Drone

to “geek candy,” because this RC quadricoptercan be controlled by an iPhone or iPad and even

be geeked out with an on-board camera and

more! Don’t miss the full online review and video

at ModelAirplaneNews.com/parrotdrone


ONLINE MEMBERS

ONLY EXCLUSIVES!

THIS MONTH’S PRIZE IS AN

IKARUS AEROFLY 5

FLIGHT SIMULATOR

Tune in to The Radio Control Show for your chance

to win big. All you have to do is watch the current

episode and get the special code you need to enter

the sweepstakes. Simply fill out the form online, and

enter the code broadcast in our latest episode before

January 28, 2011, and you could be a winner! Go to

ModelAirplaneNews.com/rcshowsweeps to view

the show and get the code.

GERMAN FIGHTERS

A Flight Journal special issue,German Fighters is now avail-able on Members Only. Don’t

miss the desperate dogfights,cockpit views of the Fw 190 andBf 109, screaming Stukas andmore! This special is full of rare,full-color WW II images.

MUST-SEE RC!With hot new products, wild video clipsand more, The Radio Control Show isa great way to get your RC fix. HostsHope McCall and Kevin Hetmanskibring you a new episode every Friday!

• Industry news & interviews

• New products• Event coverage

• Monthly sweeps!

• Videos• Tech tips

MASTER THE

HAMMERHEAD

Master this foundation moveand many other flight ma-neuvers will soon be in yourrepertoire. Flight instructor DaveScott notes, “Get the uplineright, and the maneuver is easy.Get it wrong, and it quicklyunravels.” Don’t miss the rest

of the story in this online flighttechnique article.

W I N

T H I S

F L I G H T

S I M !

CLASSIC MODEL

AIRPLANE NEWS:

MAKE LAMINATED

PAPER PARTS

Straight from the historicalarchives available to members,this how-to shows an easy,inexpensive alternative to usingfiberglass and resin to makelightweight parts. With 12 stepsaccompanied by close-up pho-tos, this classic how-to catersto builders.




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PREFLIGHT

rcx.com Magazine Publishersof America

Printed in the USA

Est. 1929

EDITORIAL

Executive Editor Debra Cleghorn ›› [email protected]

Senior Technical Editor Gerry Yarrish ›› [email protected]

West Coast Senior Editor John Reid ›› [email protected]

Copyeditor/Editorial Coordinator Katherine Pierpont

CONTRIBUTORS

Bob Aberle, Gary Allen, Jason Benson, Larry Cooper, Budd

Davisson, Roy Day, Don Edberg, Mike Gantt, Dave Garwood

Dave Gierke, Greg Gimlick, John Glezellis, Henry Haffke, Aa

Ham, Sal Iasilli, Clarence Lee, Brian Lewis, Jim Newman, Ma

Phillips, Mark Rittinger, Jim Ryan, David Scott, Jerry Smith,

Quique Somenzini, Faye Stilley, Michael Stroup, John Tanzer

Richard Thompson, Craig Trachten, Paul Tradelius, Pat Tritle

Rich Uravitch, David Vaught, Nick Ziroli Sr.

MEDIA SERVICES

Vice President Media Services &

Corporate Strategy Laurene R. Booth

Creative Director Betty K. Nero

Associate Art Director Kevin Monahan

Staff Photographer Hope McCall

Video Producer Joseph Arthur

Web Producer Holly Hansen

Integrated Media Specialist Katharine Benson

Traffic Coordinator Tracey Terenzi

ADVERTISING

Advertising Director Mitch Brian

Senior Account Executive Ben Halladay

Account Executives Brian Vargas, Jason Sams

Account Executive, Canada Dean Eusepi

Sales Coordinator Yvonne Rodney

CONSUMER MARKETING

Circulation Director Richard Rukaniec

Newsstand Director David Goodman

Marketing Manager Barbara Begley

Marketing Assistant Emil Micik

PUBLISHING

Group Publishers Louis V. DeFrancesco Jr.,Yvonne M. DeFrancesco

ASK FOR MODEL AIRPLANE NEWS

AT YOUR LOCAL HOBBY SHOP!

HOBBY SHOP DISTRIBUTION BY:

Kalmbach Publishing Co. (800) 558-1544 ext. 818

NATIONAL AND INTERNATIONAL DISTRIBUTION BY:

Kable Distribution Services, 14 Wall Street, 4C,

New York, NY 10005, (212) 705-4621

HOW TO REACH US

EDITORIAL

MAIL 88 Danbury Road, Wilton, CT 06897 USA

Phone (203) 431-9000; fax (203) 529-3010

SUBSCRIPTION

CUSTOMER SERVICE (800) 827-0323,

+(386) 246-3323 (outside the U.S.) or

ModelAirplaneNews.com/cs

The Workshop SeasonFor those of us in the northern hemisphere, it’s the time of year to

hibernate, or at least to hunker down indoors and stay warm. For

modelers, that means having time to clear off the workbench

so there’s room to build (and repair!) aircraft so they’re readyfor the upcoming flying season. Although I doubt many folks would say winter is their

favorite time of year, I think of what a reader in sunny, temperate California once told

me: I sure do love flying every day, but I never have any time to build airplanes, and

that’s a problem! His comment is a reminder that there is something to appreciate about

the cold, snowy weather outside.

And when you need a building break and are itching for some stick time, today’s

flight simulators are truly the next best thing to really flying . Ikarus’s latest, Aerofly

5, is a super-realistic program we review this month. In addition to the usual sport,

scale and aerobatic planes and helicopters, Aerofly 5 has great glider flying in different

environments and even offers dynamic soaring with real speed recordings! Who knew

winter could be so much fun?


Get in the Zone!With such a multitude of beginner-friendly planes, helicopters

and trucks available, it has never been easier to get your

kids or grandkids into RC. If you’ve been looking for a way

to get the younger generation involved in a hands-on, activehobby, our latest special issue is just what you need. RC

Zone is jam-packed with games, articles, tips and gear

that will inspire and excite young readers, from indoor

combat helicopters to electric jets to boats and even

monster trucks. Pick up a copy today and get someone

started in the hobby of a lifetime.

This special issue is on sale now at newsstands, hobby

shops, and AirAgeStore.com

HEARD ON FACEBOOK:

What’s on your RC wish list?Patrick Ericson: A Spektrum DX8 with unlimited number of receivers would be nice!!

Jeff Sergent: Any one of the 100cc airframes I want. Along

with all the accessories to get her airborne.

Rich Mowery: DA 200 would be nice...

Warriors ofthe LuftwaffeFlight Journal’s latest special issue, German Fighters,

will satisfy the voracious appetite of aviation enthusiasts

worldwide. If you are driven to learn all you can about

Luftwaffe aircraft, then you don’t want to miss out on this

truly exceptional special issue. Not only do in-cockpit

evaluations tell how the legendary Fw 190 and Bf 109

actually flew, but German Fighters also showcases the

words of pilots who flew those aircraft into combat against

Allied forces. You’ll ride along as German pilots dive

into battle in Stukas and skate around treetops to avoid

marauding Allied fighters while flying the Storch. All of this

is supported by some of the best vintage German color

photos ever presented, as well as the spectacular

modern color photography for which Flight Journal has

become renowned.

This special issue is on sale now at newsstands,

hobby shops, and the AirAgeStore.com

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AIRWAVESEmail: [email protected] Mail: Airwaves, Air Age Media, 88 Danbury Road, Wilton, CT 06897 USA

and Delta-wing designs. If you know the

Diamond Dust, then you know I like to fly

then fast! At a recent club meeting (in my

basement) the local “experts” told me that

in fact there were no true full-size, man-

carrying delta-wing designs out there. I

disagreed, and so went the evening! Aftersearching my collection of aircraft maga-

zines, I came up empty. Please do you

know of any real Deltas?

—Max Watkins, email

Hey, Max, thanks for sticking up for Delta

wings! Tell your buddies there are several

Delta-wing aircraft, but most are experi-

mental aircraft built by homebuilders in

the Experimental Aircraft Association. A

trip to Oshkosh during the annual Air

Ventures fly-in will usually find one or

two on the flightline or tooling around thepattern. Surely the highlight of any full-

size fly-in would have to be the amazing

TROJAN PROJECT

U I just had to laugh when I

received my January issue of Model

Airplane News. I’ve been looking at

my almost finished T-28 project

for at least three years now andjust bit the bullet to purchase the

power system. I built mine with

no landing gear, I bungee-launch

everything, and it came out very

light indeed. The canopy/cock-

pit floor is still an issue I need to

solve, but overall it was a very good build.

I bet it will fly like a dream. Thanks for the

prod in the butt to get this bird done.

—Jay Beery, email

Jay, glad to oblige. We know there are

many stalled projects in the RC workshopsacross the country. In this case, holding

off a little benefitted from advances in

LiPo battery technology and less expensive

brushless motor systems! Rich Uravitch’s

airplane designs are timeless and always a

good place to start if you want to scratch-

build from plans. You are all but guaran-

teed success with any of Rich’s plans Good

luck, and please send us some photos of

your finished Trojan!

—GY

DELTA-WING DREAMSU I have been flying RC models for many

years and my favorites are flying wings

Rich Uravitch’sairplane designsare timeless and

always a goodplace to start if you

want to scratch-

build from plans WRITE TO US!

We welcome your comments and

suggestions. Address letters to

“Airwaves,” Model Airplane News,

Air Age Media, 88 Danbury Rd.,

Wilton, CT 06897-7337 USA; email

[email protected]. Letters may be

edited for clarity and brevity. We

regret that, owing to the tremendous

numbers of letters we receive, we

cannot respond to every one.













MARCH 2011 15

Beaver (plan no. 10891,) and I cannot fnd

the CG location on the plans. I know with

a constant chord wing usually 1 ⁄ 3 back rom

leading edge will be OK, but I don’t want

to risk it, as the model has taken a while to

build. Thanks or your time and assistance.

—Peter Hepworth, Liverpool, UK

Hello, Peter! The Beaver is a great-ying

plane! We actually have a ew here in Con-

necticut, as we have plenty o lakes in the

local area. It is a really tall machine sittingon the shore atop o some EDO oats!

We no longer have contact inormation

or the author/designer Ed Westwood, so

or a frst-time test ight, I would mark

o the 25% and the 30% MAC positions

o your constant chord wing, and balance

within this range. Then, i you eel it nec-

essary, move the balance back until you

get the response and perormance you are

comortable with. One third or 33% back is

a bit at or the scale non-aerobatic design,

so start around 28% and test-y it.

Good luck, and send us a photo o your

DHC-2 Beaver! We’d be happy to eature itin our “Pilot Projects” section!

—GY

all-sheet-metal homebuilt called the “Ver-

hees Delta” designed and own by Bart

Verhees. It has a wingspan o 14.76 eet,

length is 10.82 eet (including prop/spin-

ner), wing area is 107.63 square eet, empty

weight is 463 pounds and maximum take-o weight is 750 pounds. Its cruise speed is

136.7mph with a Vne (never exceed speed)

o 168mph. Its stall speed is about 53mph.

The engine on prototype was a 50hp,

1600cc liquid-cooled Subaru EA 71. So

what are you waiting or? Get to that work-

bench and start building a scale model o it,

and show those experts that they do exist!

—GY

Better late than never

U Just to let you know that I bought my

frst RC plane on October 28, 2010, romExtreme RC Hobbies in Quarryville, PA. I

thought I’d learn with a slow glider such

as the Radian RTF. Just to make sure every-

thing goes right the frst time I y, I pur-

chased the Phoenix RC Simulator rom

HobbyTown USA. This was an excellent

choice since it has the Radian as a model

to y. Being 67 years old and retired, I am

getting a late start. I got the bug to do this

rom attending many RC shows at the

Far View Fliers airfeld near Hamburg, PA.

Another item o importance I purchased

was your Electric Flight magazine; it hasmade me more eager than ever to get out

and y as soon as we have some nice calm

weather here.

—Tom Falk, Reading, PA

Tom, it sounds like you’re o to a great

start. Our sister publication Electric Flight

(previously Backyard Flyer ) is another great

source o inormation especially or the

electric ans out there. The Radian and

the Phoenix RC Sim also are both great

products, and you should progress quickly

with these choices. A word o advice whileying: try to remember that when the

plane is ying back toward you, that its let

and right turns will eel backwards. When

you move the stick let, the plane will turn

to your right. A simple way to keep the

wings level with the plane’s nose acing

you is to move the stick to the lower wing-

tip. Think o it as propping up the lower

wing with your control stick! Works every

time. Good luck, and have un!

—GY

Balance a Beaver

U I hope you can help me. I recently pur-

chased rom you the de Havilland DHC-2

Engine Quitting While Taxing or

Down Flight?

No Flameouts.

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be a backyard ace!

The micro electric withmacro scale detail.

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TIPS&TRICKSMore Online!ModelAirplaneNews.com

Useful hints from modelers

GO WITH THE FLOW

Are you tired of getting that drop of CA that leaks out of the hinge

line because the glue does not soak in all the way? This is a

method I use to avoid this. Drill a 1 ⁄ 8-inch hole down in the center of

the hinge slot. This is larger than most people do ( 1 ⁄ 16 inch) but it will

allow the CA to flow all the way down into the hinge. You can even

add the CA to the hinge in one of the surfaces first, then join the

surfaces so that the dry hinge half can point down in the slot and

let gravity help with the flow.

Arthur Deane, Northville, MI

SEND IN YOUR IDEAS! We’ll award a Model Airplane News baseball cap for every idea used in “Tips & Tricks.”

Send a rough sketch and a brief description to Model Airplane News, c/o Air Age Media, 88 Danbury Rd., Wilton, CT

06897 USA. Be sure that your name and address are clearly printed on each submission. Because of the number

of ideas we receive, we can neither acknowledge each one nor return unused material.

I L L U S T R A T I O N S

B Y

R I C H A R D

T H O M

P S O N

USE YOUR BRAKES

Here’s a simple way to use an old clothespin to keep that park flyer

on the bench during a slightly windy day. Just use the clothespin as

a chock block to keep the wheel steady and the plane from rolling

away. It’s very easy to carve away what you need to make for a

custom fit using a Dremel Moto-Tool.

Robby Yearwood, Dallas, GA

GET A GRIP

Here is an old trick that we use with screwdrivers, but it also

applies to the world of the hex bolts. Take a little fuel line to

retain the bolt onto the Allen wrench. This works great when

trying to get that bolt in awkward or hard-to-reach locations. If

the fuel tubing wants to stay on the bolt, just use a cable tie to

anchor it to the Allen wrench.

Mark Phillips, Apple Valley, CA

GIVE IT A REST

I find that I am always using my soldering iron

and have to leave it on for long periods of time.

The tiny soldering iron rest that came with the iron

is always falling over and then I have a hot iron rolling

around on my bench. I discovered that by bending a coat

hanger as shown in the image, I can keep my hot iron in one

place, all day long.

Michael York, Big Bear City, CA









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Flightline Mo Onlin!ModelAirplaneNews.com

YOur #1sOurcefOr rcNews

WEST COAST IMAC ACTION HEATS UP! The rst IMAC contest held at Prado Airpark was a huge success for the

Pomona Valley Model Airplane Club. How large was it? A little background: in all

six IMAC regions, most 2010 events have been averaging 25 pilots per contest.

The biggest IMAC event this year, the Pacic Coast Freestyle in Mollalo, OR,

hosted 48 pilots. How many hotshots threw down the gauntlet at the Prado

Airpark IMAC and Freestyle? No less than 53 pilots! Let’s give it up for the West

Coast; these guys know how to rock a freestyle competition!

ELECTRIFL CEllMATCH6-CEll VOlTAgE METErMeasure individual cell voltages and see the power

remaining, and balance 2- to 6-cell LiPo and Li-ion packs—

without an external power source! The meter accepts

ElectriFly-style connectors with 3-7 pins and comes with anadapter for FlightPower and Thunder Power batteries.

electrify.com

SAITO FA-200r34-STrOkErAdIAl1.20-size modelers are

going to love the FA-

200R3. This 4-stroke

radial engine has an

impressive power output.

It weighs less than the

popular FA-170R3 but

boasts a 20-percent larger displacement and 20 percent

more power. A 3-piece ex exhaust system is included. $900

saitoengines.com

The feestye juin an cheein sections

uin the hih-eney competition with music

on Sunay aftenoon. Eeven-yea-o Spence

Noquist was the younest piot at the event.

Feestye yin attacts the youne cow an

that is encouain fo ou hobby!

VIPER R/C SOlUTIONSDesigned specically for helicopters, Viper

motors and speed controls are drop-in

upgrades for your favorite 3D machines.

The Viper Pro Gauge is a pocket-size

tool that’s a battery monitor, servo tester,

signal monitor, prop rpm tachometer and

programming device for Viper’s speedcontrols.

viper-rc.com

HO-LO ElECTrAglIdE1.5M EPO glIdEr

This plane’s gentle ight characteristics make it suitable

for even low-time pilots, and its superior performance will

quickly improve your thermal ying abilities. It’s made of

tough EPO foam, with a brushless motor, folding prop and

spinner installed and comes with a 1500mAh LiPo, 2.4GHz

transmitter and 6-channel receiver. The 61-inch-span glider

costs $200.

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Naturally it would! Better yet, to fly a EP/DF U-2 with BRUSHLESS

POWER?! Phase 3 has brought this iconic U-2 Spyplane to life as a

high performance ducted fan R/C model that is available three ways. And

the best part? With it’s easy-to-fly glider characteristics, almost anybody

will be able to fly the U-2. It looks real. It is a very solid model. It assembles

quickly, and it is priced right! You just cannot go wrong in purchasing the

new, most innovative U-2 Splyplane. Key Features: Epp Foam Construc-

tion • Wings are reinforced with 3 internal carbon fiber rods • Motor is

brushless with plenty of power •Turn with ailerons rather then rudder for

greater control • Canopy is retained with magnets making battery removal

easy and quick

WOULDN’T IT FEEL GREAT TO FLYA DUCTED FAN JET WITH GLIDER CHARACTERISTICS

Specifications:Wing Span: 66.5in - 1690mmLength: 39in - 990mmFlying Weight: 26oz - 737gWing Loading: 9.13oz/sq.ft. - 27.9g.sq.dm.Power: Brushless Motor Ducted Fan (Included)Battery: 3S 11.1V Li-PO (Included in RTF and I-Bind Versions)

CLASSIFIED INFORMATION:

EXTREME FUN AWAITS!

Electronics installed.We have a spyplane for your every

R/C mission requirements.

Check out the video on youtube.com/HobbyPeopleTV

At your dealers now or contact www.hobbypeople.net

U-2 Spyplane Kit version with motor and fan

(airframe molded white). Requires your 2.4GHz R/Csystem and brushless ESC and electronics. No.107322

U-2 Spyplane RTF includes Aero Sport 2.4GHz system.

RTF version. It is very complete! No107320

U-2 Spyplane I-BIND w/ Airtronics RX (NO tx) ARF

version. Incudes Airtronics FHSS-1 RX500 receiver.

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Flightline

A SA

Radial 9-90MWouldn’t this beauty be the perect

fnishing touch or your scale

biplane? he 90cc powerplant

weighs 8.82 pounds and produces

900 to 5,000rpm. All parts are

machined rom solid bar stock

aluminum—no castings or orgings.

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v .60NXow get the perormance o a .60-

size engine in the case size o a .40-

size engine! t weighs 7 ounces less

than competitie .60-size engines,

and it’s a hot rod that will proide

you with speed and perormance.

t comes with a muer and costs

$150.

evolutionengines.com

- aSK-21 GlideRWith a 78.75-inch wingspan, this sel-launching sailplane has an

installed outrunner motor so it can climb to altitude in seconds.

Shut down the power, and the prop blades old and you’re o

seeking thermals. t’s made o tough P oam, and the ast

assembly doesn’t require any glue; all tools required are supplied.

t costs $200.

hobby-lobby.com

A AA TayloRcRafT his new park yer is a quick-building kit that eatures laser-cut parts,

tab-and-notch construction, ull-size AD plans and a high-quality

hardware pack with wheels, a cowl and decals. his 42-inch-span

model requires a imax -2808 motor and a 4-channel radio. he kit

costs $77; a combo package with motor and speed control costs $161.

alienaircraft.com

Nothing shows you’ve arrived like owning the SR22. Writes Cirrus,“You’ll be inspired by its precision, perfection and performance.” Thisofficially licensed R/C version captures the original’s elegance in sleek fiberglass,high-quality wood and MonoKote® film. Add your choice of brushless components —

and perform loops, rolls, Cuban 8s and other sport aerobatics with ease.

TM

®

CIRRUS® is a registered trademark of Cirrus Design Corporation and is in no way affiliated with Hobbico, Inc.

© 2010 Hobbico®, Inc. — 3072757 Distributed Exclusively Through GREAT PLANES® MODEL DISTRIBUTORS COMPANY, P.O. BOX 9021, CHAMPAIGN, IL 61826-9021electrifly.com/97g

Wingspan: 50.5 in (1285 mm) • Weight: 2.5-3.0 lb (1130-1360 g) • Length: 36 in (915 mm)

Precision, perfection

and performance.

Almost Ready-to-Fly Sport-Scale Electric

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O.S. EgES

25FXow back by popular demand,

the 25FX is redesined to be

an ideal choice for combat

aircraft. t has a remote needle

valve, a loner crankshaft and

dual ball-bearin construction,

and it comes with a hih-

performance carburetor andmufer with adjustable exhaust

direction and built-in pressure

tap. t costs $130.

osengines.com

AEOOS

30cc EdgE 540

This 74-inch aerobat is just theticket for that small as enine

you’ve been droolin over!

This all-built-up model excels

at precision and 3D yin

and, because it’s a QuickBuild

model, it takes very little time

to assemble. t costs $450.

aero-works.net

O.S. EgES

65AXt can be mounted in

the same space as the

O.S. 61FX, but it’s 1.9

ounces lihter! This new

powerplant also has anewly redesined 61D

carburetor with an anled

needle for safety, and

it comes with a mufer,

low plu and needle

extension set. t costs

$210.

osengines.com

HOBB PEOPE

dAsh 1M EP RTFookin for a sport or entry-level lider?

The Dash 1M is just the ticket. t comes with a 2.4gHz, 4-channel

radio, iPo battery and charer and with its motor and servos

installed. The Dash 1M is just the riht size to stash in your car’s

backseat for anywhere, anytime fun.

hobbypeople.net

© 2010 Hobbico ® , Inc. — 3079181 Distributed Exclusively Through GREAT PLANES MODEL DISTRIBUTORS ® COMPANY, P.O. Box 9021, Champaign, IL 61826-9021

top-flite.com/99f

ALMOST -READY - TO -F LY GIANT SCALE MODEL

Wingspan: 86 in (2185 mm) • Length: 72 in (1830 mm) • Requires: 43-55 cc gasoline engine

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Flightline

Evl .40NX 2-strokeWith the same weight and mounting dimensions

of most .36 engines, this new .40X 2-stoe

eay pacs a punch. ts impoed powe-to-

weight atio maes it idea fo anyone ooing to

push the imits of a mode’s pefomance. Piced

at $90, it won’t bea the ban, eithe.evolutionengines.com

PrkZE radiaN ProExpeienced saipane piots wi appeciate the radian Po’s aieons and aps that wi et

them tae adantage of mixing functions ie eex, cambe and cow, but you don’t need

a pogammabe adio; just use a 5-channe spot adio and the incuded Y-haness! he

mode comes with a bushess moto system and adio system instaed. aiabe in Bind-

-Fy and Pug--Pay fo $250 and $185, espectiey.

parkzone.com

rEv G eNgiNes hese gogeous new engines ae being

distibuted by Pecision eobatics. Both the

28 and 55cc units ae made of CC-machined

6061 auminum and hae a ightweight

cancase design that offes high toque fo fast

acceeation and quic thotte esponse.

Each is equipped with ba beaings, doube

piston ings (fo highe compession and

duabiity), an ignition system, CC-machined

standoffs and ightweight Pitts-stye mufe.

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osengines.com/94d

The GT55Gas power done

to perfection.

Distributed Exclusively Through:Great Planes® Model Distributors Company,

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© 2010 Hobbico®, Inc. • 3071347

Nobody builds an engine likeO.S. — and now, O.S. has

put all of its expertise intothe GT55, the first gasolineengine in its history.

It offers the same trademarkfit & finish, plus CDI startingconvenience and 10-15%more power — all for aboutthe same price as other 50 cc-class gas engines.

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Snowbird

Skis

f l y - a l l - y e a rSnowbird Skis are manuactured out o high density polyethylene

and runners are molded right on the ski or better tracking. Ideal or up to .60powered aircrat. Featuring a spring loaded design, our Snowbird Skis fex ontake-os and landings yet remain in a positive lock position while in the air.

Cat. No. 825-828 Snowbird SkisCat. No. 830 Park Flyer Snow Skis

NEW

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Hangar 9

JACKAL 50 ARF Answer your need for speed with this prop-driven performer

FLIGHTTEST

OPEN THE THROTTLE AND YOU’LL SEE

THE JACKAL DOESN’T JUST LOOK LIKE A JET; IT FLIES LIKE ONE TOO!

More Online!ModelAirplaneNews.com






MARCH 2011 33

SPECIFICATIONS

Model: Jackal 50

Type: High-performance sport ARF

Manufacturer: Hangar 9(hangar-9.com)

Distributor: Horizon Hobby(horizonhobby.com)

Wingspan: 47 in.Wing area: 496 sq. in.

Weight: 7 lb. 10 oz.

Wing loading: 35 oz. /sq. ft.

Length: 56 in.

Radio req’d: 5- to 6-channel (rudder,throttle, elevator, aileron); aps andretracts optional

Engine req’d: .52-.60 2-stroke(small case)

Price: $280

HIgHlIgHTS

+ Quality construction

+ Fiberglass cowl and aluminumspinner

+ Three landing gear choices

+ Optional operational aps

CRAig TRACHTen

PTRP Hope MCCAll

The Hangar 9 product line distributed

by Horizon Hobby should be dubbed the

“Fantasy Island” o fying. These talented

olks always seem to come up with some

way to ll every possible RC fying interest

or niche. Want to fy a jet, but can’t aord

a true ducted an or turbine jet? Try the Jackal 50. I you’re in the same boat as me,

there are two issues with fying jets: nd-

ing a fying site that allows turbines, and

the cost to play. The new Jackal 50 ARF has

the perormance to satisy this particular

antasy!

It’s a jet in every sense o the word,

except there is a propeller on its nose. I

it wasn’t or the sound o the 2-stroke

engine, with the Jackal 50 in the air, you’d

be hard-pressed to tell whether it was a

true jet model or not. Although a begin-

ner would have no problem at all assem-

bling this plane, it is denitely intended

or at least an intermediate pilot with high-

perormance airplane experience. As with

all Hangar 9 ARFs, as soon as you open

the box you know it’s a top-shel product.

My rst thought was, “I Hangar 9 took

as much care in building the airrame asthey did in packing it, this is going to be

an Alex Rodriguez grand slam!” I was not

disappointed.

UniqUe FeatUres

The Jackal 50 has a balsa/ply built-up air-

rame sporting a three-color scheme cov-

ered with UltraCote. The ailerons and faps

are actory installed, including the control

horns. You have a choice o operational or














http://hangar-9.com/



http://hangar-9.com/




FLIGHTTESTHANGAR 9 JACKAL 50 ARF

At the flying field, the Jackal 50 is very easy

to set up for flight. As I mentioned earlier, I

“hard wired” the retractable landing gear air

plumbing as I transported the model in one

piece with the wing attached to the fuselage.

The main fuselage hatch provides plenty of

access to service the radio and fuel system.

I ran several tanks through the Evolution

.60NX and adjusted the needle valve for max

rpm then backed it off about 200 revs before

the initial flight. The engine purrs like a kitten

at idle and has a smooth transition to takeoff

speed. With an 11x6 prop and the smallish

tires necessary to fit within the wheel wells, I

found my runway a bit too rough for a smooth

takeoff. The prop would snub the grass after

going over a bump. I changed to a 10x7 prop,

which also added to the top-end rpm, and I

was able to take off nicely into the wind. This

would not be a problem with a paved runwayof a very short groomed turf strip.

GENERAL FLIGHT PERFORMANCE

Stability: Though the Jackal looks like a

red-hot skyrocket on the ground, in the air,

it is extremely stable. Much like a pattern

ship, the model is not at all twitchy with the

recommended control throw settings.

Tracking: Rock solid is all I can say. The

Jackal feels very “groovy” in that in the turns,

it locks in and comes around without any

issues at all. On the ground, the nosewheel

steering is responsive, which makes it easy to

keep the takeoff roll or landing rollout arrow

straight.

Aerobatics: Again, the Jackal feels like a

pattern ship on the wing, and it does all

maneuvers very precisely. Loops are big and

graceful, rolls are crisp, and 4-point rolls are

easy with almost no pitch or yaw coupling.

Inverted flight is also a piece of cake. But

really, this beast is smooth and made for

speed! Open up the throttle and blast it into

the stratosphere! It has a climb rate you won’t

believe!

Glide and stall performance: Being very

slippery and smooth aerodynamically, the

Jackal has a very good glide performance.

Should you have a flameout, just keep the

nose down and you should be able to glide

it in without much effort. Stalls are mild and

well mannered.

PILOT DEBRIEFINGThe best bit of advice is you should always

fly the Jackal as it is intended, and by that

I mean, keep an eye on your airspeed. The

only place I got a little worried was in a

slow, low flyby for the camera. If you let the

airspeed drop too much and then crank in

a lot of aileron, you can cause a wingtip to

stall. Always keep your low-speed passes

one and a half mistakes high. Flown within

its speed envelope, the Jackal is a solid,

smooth and predictable airplane that can

really move out! Open the throttle, and you’ll

see that the Jackal doesn’t just look like a

jet, it flies like one too!

In the Air

GEAR USED

Radio: JR 9303 2.4 transmitter

(jrradios.com), Spektrum

AR9000 receiver (spektrumrc

.com), 4 JR MN48 Sport servosfor flaps/ailerons, 3 JR DS821

for elevator/rudder/throttle

and a ST47 for retract valve

(jrradios.com)

Engine: Evolution .60NX

(w High-Performance Muffler)

(evolutionengines.com)

Fuel: Cool Power 15%

(morganfuel.com)

Prop: APC 10x7 (apcprop.com)

CONTROL THROWS

Aileron: ± 5 ⁄ 16 in., 30% expo

(low); ± 1 ⁄ 2 in., 30% expo (high)

Elevator: Up: 1 in., Down: ¾

in. (high), 30% expo; Up: ¾ in.,

Down: 1 ⁄ 2 in., 30% expo (low)

Rudder: Right: 13 ⁄ 8 in.,

Left: 1 in. (high), 30% expo;

Right: 1 in., Left: 7 ⁄ 8 in., 30%

expo (low)

Flaps: Mid: 23 deg.; Land: 42

deg.

Flap-to-Elevator Mix: Mid: 1

deg. (6%) Land: 3 deg. (13%)

THOUGH THEJACKAL LOOKSLIKE A RED-HOTSKYROCKET ONTHE GROUND,IN THE AIR, ITIS EXTREMELYSTABLE


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fixed flaps; I chose operational, of course.

As for the landing gear, fixed gear are

supplied while mechanical or pneumatic

retracts are options. I went the pneumatic

route to tuck up the gear for even less drag

and more airspeed. As a side note, install-

ing the Robart retract system in this aircraft

was the fastest, easiest I have ever done. I

found that I can transport this aircraft fully

assembled (wings on), so I did a more direct

“hard install” with all air lines, eliminating

the quick disconnects between the fuse-lage and wing. The real work is installing

the flap and aileron servos. I followed the

instructions and everything went together

without a hitch.

When assembling the empennage, I

made the ultimate mistake: I looked at the

pictures and jumped into the build before

reading. I found out the hard way that you

have to attach the elevator to only one of

the horizontal stabilizer before sliding it

into place! The other elevator half goes on

after the stabilizer has been glued in place.

It pays to read the instructions! The onlytight spot in the entire construction pro-

cess is screwing the torque rod horn into


Robart Retractable Landing Gear InstallationWith a plane like the Jackal 50, retracts are absolutely required. You won’t get top speed with the fixed gear layout. The Jackal 50’sinstructions make dropping the gear in place a piece of cake. Asmentioned earlier, I did not use the quick disconnects between the

fuselage and wing to eliminate possible air leaks. Another area thatneeds special attention is installing the steering cables properly to thenose gear. Here’s how I did it.

1Since the nose gear take a lot of abuse, place a few drops of thin CA in each

screw hole to harden the surrounding wood. This helps prevent the screws from

stripping out on a hard landings.

2 Pass the pull-pull steering cable through a copper crimp. Slip the wire through

the hole in the steering

arm then back through the

crimp. For best results, use

a crimping tool from the

hardware store to secure

the crimp in place. Secure

each end of the cable to

both sides of the steering

arm at this time. Hint: If it

is difficult to fit the wire

through the crimp, slightly

flatten the crimp to make

it an oval shape so there’s

room for both lengths of

cable.

3 Use side cutters and

cut the cable into two

equal lengths.

4Now install the nose

gear assembly inthe fuselage. Tighten

the screws, but don’t

overtighten them or you

may strip out the holes.

Now insert the steering

cables into their respective

tubes in the fuselage.

5Make sure the nose

gear is in the “down and

locked” position before you

attach the steering cables

to the rudder servo.

6Prepare the cables by

sliding a copper crimp

on the wire, then a pull-pull

fitting. The cable then goes

back through the copper

crimp. Do not crimp the

cable, as it must be adjusted before securing the crimps.

7 Install the brass pushrod connectors in the rudder servo output arms, then insert

the wire pull-pull fittings. With the end of the pull-pull fitting extending ¼ inch

through the connector, lightly tighten the connector’s lock screw to hold the fitting in

place. Do this on both sides.

8 Adjust the cables so there is light and equal tension on both cables. Turn on your

radio, and check to make sure that the rudder servo is centered. The nosewheel

should also be parallel to the fuselage centerline. If you need to adjust the cables,

use needle-nose pliers or hemostats to apply tension to the cables, and then tightenthe connector setscrews.

Plenty of room for radio and air system

for the retracts; the Robart air valve is

shown here.








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the rudder torque rod (thin fingers come

in handy). As for installing the radio andretractable landing gear, half of the upper

fuselage is removed with the flip of a latch,

so work room is a nonissue. The fuel tank

comes factory assembled; just slide it in

place and secure. With an open engine

compartment, installing the powerplant

is a piece of cake. Something Hangar 9did that I wish everyone would do is ship

the fiberglass cowl in a thick, clear plastic

cover. The clear cover is used as a template.

You make all your marks and cuts on it to

get a good fit, then slip it over your cowl

to transfer the cowl’s cut lines. You end

up with a nice, clean, professional-looking

fit the first time. The finishing touch is a

beautiful, white powder-coated aluminumspinner supplied in the kit.

BOTTOM LINE

This was one of the easiest ARFs I’ve ever

built. It assembled in almost no time, and

the parts count is very low. Everything fit

as it was supposed to, and the large fuse-

lage hatch opens up the top making for

very easy access. Right down to the pneu-

matic retracts, installation and assembly

was trouble free. If I had to guess, I’d say

you can get this jet-like flyer from the box

into the air in about seven hours. Whenyou feel the need for speed, the Jackal will

answer the call.

The Evolution .60NX with a high-performance muffler and a 10x7 prop give the Jackal

plenty of get-up-and-go!

A neat feature is that both the flap and

aileron servos are under one wing hatch.






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Original-Screenshot

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Certain transmitters may requirean optional adapter.

Y-Adapter for Hitec, older Futaba

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Slave Interface Cable

For second pilots who prefer to use their owntransmitter an optional Y-Adapter is required.

This interface cable is not a substitutefor the original interface cable!#3036010 $34.95

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Original Screenshot







PHOENIX ICE LITE SERIESUp to 6S max, 25 volts max, and

available in 50, 75, 100, 150 and200 amp models. Perfect for

high performance planes/heliswhere size weight are critical.

THUNDERBIRD SERIES

Up to 3S max, 12 volts max, and available in 6, 9, 18, 36 and54 amp models. Perfect for mini-planes and aerobats.

CC BEC

SWITCHING REGULATORFrom 2S to 6S, 5V to 25V, withadjustable output voltage rom

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Fuel Systems

Made EasyThe frst step in keeping your engine running



MARCH 2011 45

Radio control model airplanes rely

on two basic systems to y, the

radio system and the power system

(excluding gliders). Whether you

have a nitro-burning glow engine

or a high-octane, gasoline-sippingpowerplant, if your engine loses its

fuel supply, you’ll nd yourself in a

dead-stick situation with a plane that

wasn’t designed to be a glider. To

prevent dead-stick landings, the rst

steps are taken at the workbench

while you install the fuel tank and

other necessary fuel-system com-

ponents. Though this is an easy task

for experienced builders, newcom-

ers may nd it a bit of a challenge.

This article will highlight some of the basics of the fuel components

that feed your model’s engine and

will make all that plumbing more

understandable.

THE BASICS

Just like the amily car, the uel tank con-

tains the engine’s uel supply. The tank is

connected to the engine’s carburetor with

fexible uel line (plastic tubing), and a

rubber stopper seals it. For a tank to oper-

ate properly, it must have a vent line thatallows air to enter the tank as uel is drawn

out. It relieves the vacuum let in the tank.

Model airplanes don’t always fy straight

and level. To allow the uel to fow at dier-

ent attitudes, the tank has a fexible inter-

nal pick-up tube. A heavy “clunk” tting

is attached to the end o the pick-up tube

to always keep the end o the tube at the

lowest part o the tank. I the pick-up tube

wasn’t fexible, once the uel level dropped

below the pick-up tube, the supply o uel

would stop and the engine would die.

Lengths o brass tube pass through thetank’s rubber stopper, and the uel lines that

carry the uel to the engine slip over the ends

brass tubes. The rest o the ttings and acces-

sories help the uel system work properly

and make it easier to maintain and operate.

BAd VIBES

One common problem that can lead to

your engine running lean is uel oaming

in the tank. Vibration causes this and it

orms tiny bubbles in the uel. The bubbles

cause erratic uel fow and the air in the

bubbles causes the uel mixture to leanout. The simple solution to this is to make

sure to properly pad your uel tank with

By Grry yrr

PHotogRAPHs by HoPe McCAll

illustRAtions by fx Models

Fuel tanks come in all

shapes and sizes.

Fuel fltes aewoth thei weight

in gold! Clean uel

means no tash in

the tanks.

Wheneve possible,

pad ou uel tank

with oam ubbe—

it helps pevent

“oaming.”




Fuel Systems Made Easy

soft foam rubber. Also, make sure that after

time, you check the padding to see if any

part of the unprotected tank is coming in

contact with the model’s inner structure

like a former or engine mount bolt or nut.

I prefer to use rubber bands to hold thefoam padding in place but you can also use

tape. Make sure you don’t compress the

foam too much as this will lessen its ability

to isolate the tank from the vibration.

Regular maintenance is key to keep-

ing your entire model in top condition.

One way to keep a better eye on your fuel

system is to make the tank removable.

When there is no fuel tank compartment

hatch, I make a slide-in tank tray from lite-

ply and a matching set of rails inside the

fuselage. This way, I can slide the tank into

place and secure it with a couple of smallscrews. You can save more space by attach-

ing your battery pack to the tray as well.

two-LINE SEtUP

A two-line fuel system is the simplest and

almost foolproof way to go. The setuprequires only two pieces of brass tube, a

clunk, a rubber stopper and a short length

of silicone tubing. Bend one tube 90 degrees

to form the vent and insert it through the

stopper. The vent lets outside air in as the

Making your fuel tank

easy to get to makes

maintenance of your fuel

system easier to do.

The removable fuel tank tray can also

secure your battery packs.

This system works extremely well, espe-

cially with larger, gasoline-powered planes.

To choose the correct size fuel tank foryour airplane, check your kit’s directions

or check the engine manufacturer’s recom-

mendations. You’ll want a tank that can

hold enough fuel for a 15 to 20 minute

ight.

Adding a fuel lter

to your fuel supply

line gives youdouble protection.






MARCH 2011 47

The simplest and most

trouble-ree setup is a

two-line tank.

Three-line tank setups

allow convenient

tank flling without

removing the uel line

rom the engine.

2-line setup

3-line setup

uel is drained out, and it acts as an overowindicator when you fll the tank. The second

tube is the uel-supply or the engine and the

interior pick-up tube and clunk are attached

to it. To fll the tank, the uel supply tubing

is removed rom the carburetor and attached

to your fller pump line. When the tank is

ull, you simply reattach the line to your car-

buretor. The vent line is oten attached to a

pressure ftting on the engine’s muer. This

arrangement helps pressurize the tank to

enhance uel ow to the engine.

three-line setup

In a three-line tank, the setup is just like

or a two-line arrangement, but a third

line is added and used to fll the tank. Thethird line doesn’t need an interior pick-up

line and clunk, but many do add them to

allow the removal o uel at the end o the

day. Beore running your engine, you must

seal o or cap the third line to prevent uel

rom leaking out. Fuel line plugs called

“Fuel Dots” are available commercially to

do this, but you can also use a tight-ftting

machine screw or a short piece o 1 ⁄ 8-inch-

diameter brass rod material as well. In a

pinch, you can use a one-inch length o 1 ⁄ 8-inch dowel.

GAsOline Fuel sYsteMs

The simplest uel systems are those or


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MARCH 2011 49

This is a typical trouble spot. Vibration

can cause the uel line to ray and causea leak.

gasoline-powered engines. Unlike glow

engines, which use a venturi vacuum to

draw the uel into the carburetor, most gas

engines use pumper carburetor to draw uel

rom the tank. The placement o the tank

is not nearly as critical as or glow engines.

Also, the gasoline carburetor has a dia-

phragm pump, which prevents uel ow-

ing into the engine unless it is running.

To fll a gasoline tank, you can add a

T-ftting to the engine’s uel supply line

with an added length o tubing. When youpump uel into this line, it only ows into

the tank and won’t ood the engine. When

the tank is ull, plug the fll line and the

engine draws uel rom the tank. By adding

a long fll line and using a Fuel Dot, you

can place your “fller cap” anywhere you

like, this is great or scale models with large

fberglass cowls that hinder easy access to

the uel lines.

TroubleShooTing

Properly installed, your uel system will last

a very long time and may never need to be

changed. In a hard landing, however, some

o its parts may be dislodged or a line can

become kinked or pinched. Here are some

common uel-ow problems and fxes.

Ater a hard landing, the exible pick-

up tube and clunk inside the uel tank can

be orced all the way orward. This can go

unnoticed until the next ight when the

tank stops delivering uel to the engine in anose-high attitude. To prevent this, solder

a short piece o brass tube to your clunk.

This decreases the pick-up tube’s exibil-

ity a bit but still allows it to draw uel in

normal ying attitudes.

I your engine starts to run lean or no

apparent reason, check or small pinholes

in the uel-supply lines. Check closely

where ever there is a tight bend or where

the uel or line comes into contact with the

frewall. To help prevent chafng at the fre-

wall pass-through, drill a small hole in the

frewall and use a length o brass tube inthe holes. Slip the uel lines over the brass

tubes to complete the system.

I your engine begins to run erratically,

debris may have gotten into your uel

system. It usually fnds its way into the

model’s uel tank rom your uel storage

jug, and i it blocks uel ow, your engine

will die. To prevent this, use an in-line uel

flter in the uel supply line just beore the

carburetor. Install another flter in your uel-

pump line so you fll your tank with fltered

uel. Add a combination uel clunk/flter,

and you have a triple deense against dead-sticks.

All sorts o uel fller

fttings are available.

T-fttings and uel dots

can be used or gas

engine setups.


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Phoenix Models

KATANAPractice your aerobaticswith this solid performer

FLIGHTTEST



MARCH 2011 53

gt n f th ntmtt kng t ctc st

btcs n gt th f f sm3 mnuvs.

SPECIFICATIONS

Name of plane: Katana

Distributor: Tower Hobbies(towerhobbies.com)

Type: sport aerobat

Length: 49.7 in.

Wingspan: 49.6 in.

Wing area: 598 sq. in.

Weight: 65 oz.

Wing loading: 15.65 oz./sq. ft.

Motor req’d: .32-size brushless

Radio req’d: 4+ channels

Price: $140

HIgHlIgHTS

+ Easy-to-orient color scheme

+ Removable wings for transport

+ Very responsive

Mo Ol!modelirplaenew.o

Mike GAntt

PTRP JoHn Reid

The T-30 Katana is one sharp airplane.

Purposely designed and built for aero-

batic competition by Pietro Terzi, it exudes

incredible performance. Able to withstand

+10/-10G loads, it will roll at a rate of 400

degrees per second, and I read that the

large wing fairings provide an aerodynamiccontinuum and are why the plane excels

at ying at high angles of attack. Having

own plenty of Katanas from stick-built to

ARF, 40-inch to 40%, I can say this is a true

statement, as they harrier extremely well.

Phoenix Models offers a pair of Katanas,

and I reviewed the EP (electric-powered)

model. At about 50 inches, it is a good size

and should y great. It’s built out of ply

and balsa with plenty of structural integ-

rity. Covered in Oracover, the scheme is

bright and very easy to distinguish. Along

with the built-up and covered fuselage andempennage parts, the model includes plug-

in wings that are easily removed if you

have limited space or a smaller vehicle.

Aluminum landing gear, tailwheel, alu-

minum wing-joiner tube, foam wheels,

berglass cowl and wheel pants, a plastic

spinner, canopy and all necessary hard-

ware needed to build the plane are in the

box. The instructions are in the form of a

nine-page booklet and fall a little short; I

recommend you get help from an experi-

enced builder/pilot if you haven’t built a

few ARFs before.

UniqUe featUresCA-type hinges connect all control surfaces

to their counterparts. It is recommended

that you rst drill a small hole in the

center of each hinge slot; this allows the

glue to better nd its way into the wood

for a stronger bond. I used BSI InstaFlex

(bsi-inc.com), which is specically made

for hinging in this manner. Good-quality

linkages are used in the form of adjust-

able metal rods and clevises. The instruc-

tions show the use of two elevator servos,

which is ne, but I decided to eliminate the

extra weight in the tail and use only one.I did this by adding an elevator joiner, and

there are two easy ways to do this (see side-

bar). The berglass cowl is one of the more

heavy-duty ones I’ve come across, and

its paint colors match the covering well.

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As the flight battery is located under the

motor box, you will have to cut an open-

ing large enough for your battery pack in

the cowl’s bottom; I did this quickly with

my Dremel Moto-Tool and cutoff wheel.

Once complete, you will be able to access

the preinstalled hook-and-loop straps and

battery tray.

Small plastic thumbscrews hold the

large canopy and both wings onto thefuselage, while metric socket-head fasten-

ers and washers anchor the landing gear.

FLIGHTTEST

In the Air

PHOENIX MODELS KATANA

CONTROL THROWS

Elevator: ± 1 in., 45% expo (low);

± 2¾ in., 45% expo (high)

Aileron: ± 1 in., 45% expo (low); ±2½

in., 45% expo (high)

Rudder: ± 2 in., 15% expo (low); +3

in., 10% expo (high)

GEAR USED

Radio: JR 9303 DSM2 (jrradios.com),

Spektrum AR6110 (spektrumrc.com),

(2) Hitec HS-65hb (hitecrcd.com),

(2) Hitec HS-5065mg digital servos

(rudder and elevator), I used (2) 12-in.

and (2) 24-in. extensions

Motor: Thunder Tiger Ripper OBL 36-

11-40 (tiger.com.tw/)

Battery: 3S 2250mAh

Prop: 12x6 Xoar electric

(xoarintl.com)

I have taxied the plane around in my local park (it has medium grass) without issue.

Just watch those elevator counterbalances, and don’t dig in too deep. The 12-inch

prop cleared easily, and it seemed l ike the wheel pants acted like skis, keeping the

wheels “light.” Using a 3-cell LiPo, I estimated my power system input at 130 watts

per pound, which gets the plane in the air quickly and allows it to climb up to your

desired aerobatic altitude with ease. I’m sure you could go up a size with the power

system or any part of it for more ballistic performance. Set up as tested, the plane

is perfectly capable of delivering a wide speed envelope and delivers plenty of mild3D maneuvers. The wing is thick, the fairings add to the wing area, reduce drag and

produce lift on the full-scale aircraft, and it doesn’t seem to hurt this one! Harrier

landings are possible and are easiest when you practice a bit and consistently dial

in the correct elevator and throttle inputs; the slight wing rock is easily manageable.

When approaching the runway from normal flight, it felt best to let the plane find its

own sink rate and be ready on the sticks with slight inputs to keep the Katana level

and straight until touchdown.


Stability: High-alpha flight is quite stable for this class of airplane. Designers/

engineers are constantly tweaking airfoils, add-on gadgetry, chord, thickness, and

plenty of parameters to make these planes fly well. At speed, the plane is stable in

all axes and exhibits no bad characteristics.

Tracking: My CG was a little aft of the recommended specification, so I did need a

few clicks of trim to have the plane flying how I wanted. Even in the slight breeze, it

stayed on course just fine.

Aerobatics: Upright or inverted high-alpha flight is easy to manage, rolls are fast on

high rates, loops can be done in all sizes, and snaps and flat spins are very dramatic.

Knife-edge flight is doable, and I was able to hang it on the prop at the upper end of

the throttle.

Glide & stall performance: I was quite surprised by how well the Katana glides and

floats at lower power settings. Stalls are what you’d expect from a 4¼-pound built-

up model; the nose will drop followed by a wingtip.

PILOT DEBRIEFING

The Phoenix Katana is a great plane for the intermediate pilot looking to practicesport aerobatics and get the feel for some 3D maneuvers.





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I added some BSI thread-lock to the main

gear screws and to all metal-to-metal con-

nections. The tailwheel is small and light

and fully capable of steering the Katana

with ease. A couple of screws into the fuse-lage keep it in place, and the connection

to the rudder uses two more screws that

pass through two plastic brackets. When

I added those unmistakable wing fairings,

I removed the covering from the fairings

and peeled back the covering on the wing.

After I had used thick CA to join them, I

was able to iron down the wing covering

on top of the fairings to eliminate air gaps

and create a cleaner look. I used Blenderm

tape on the fairing bottoms and on all

hinge lines to conceal their seams. Your

motor of choice is secured with blind nuts,and once installed, I marked the cowl loca-

tion using some blue painters tape and a

pencil. When I drilled into the wood for

the cowl screws, I added a drop or two of

thin CA to the holes to harden the areas

and allow for better screw-holding ability.

CONCLUSION

The level of completion is not as high as on

some models, and after some slight modi-fications, I logged in about 12 hours con-

structing the Katana. The build is not diffi-

cult, and you could always contact the “air

support” online should you come across

any issues. Be sure you check the model’s

center of gravity, and use your lighter-

weight electrical components to help keep

your flying weight to a minimum.

FLIGHTTESTPHOENIX MODELS KATANA

Can one be better than two?

One thing I noticed about the Katana is that it called for two elevator

servos, which can easily be configured through your transmitter or

with wires and reversing devices, etc. I also considered the weight of

the servo and the fact that it was to be installed into the aft end of the

aircraft. By joining the elevator halves before installing them, you can

save a servo, linkage and servo extension. Here’s what I did:

■ It is imperative that you work on a flat surface. I’ve been known to work on the

granite kitchen counters when no one is looking. Making sure the elevator halves

are joined level to each other is as important as the unit’s structural integrity.

■ With a sharp razor blade, remove the covering where you will add either a metal or

a hardwood joiner, and relieve the wood where the chosen joiner will be attached. I

used the razor and my Dremel Moto-Tool to cut away the wood areas.

■ Once cleaned up, I drilled some holes into the mating parts to “spike” the

adhesive and add a little more surface area. I used 15-minute epoxy, and once

cured, beveled the hinge-line surfaces to match those of the elevator.

■ The little electric hinge slot machine plowed the required hinge recesses, and

some white paint helped to make the modification less noticeable.

■ We twisted the elevator after fabrication, before and after flight, and it’s safe to say

that it is stiff and as solid as can be. Dropping ½ ounce in the tail of the Katana, or

any plane, is usually a good thing.

Making this large cutout is necessary for

accessing the flight pack and also allows

an abundance of airflow for cooling.

An exit hole is a must for a covered plane

with interior mounted components; hot is

not what you want.

The Ripper motor bolted right up to the

predrilled firewall. I placed the speed

control as far forward as possible to help

attain my CG.






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WHEN I FIRST HEARD that the new Aerofly 5

was coming out, I was the first one to offer

to do the review. I’ve been using the Aero-

fly Professional Deluxe for some time as my

main flight simulator. I’ve always enjoyed

the realistic feel of the aircraft and the great-

looking scenery. I really did not think Ikarus

could make much in the way of improve-

ments, but man, was I wrong. The new Aero-fly 5 has so much new stuff that I can’t fit

it all in here, so I’ll point out some of the

basics as well as my favorite new features of

this program. One thing is for sure, the more

you play with the Aerofly 5, the more you’ll

like it!

For this review I received the Aerofly 5

with the USB game commander (the trans-

mitter), two install disks and a manual. My

simulator is compatible for PC, but you Mac

people out there will be happy to know that

a Mac version of Aerofly is also available.

Before purchasing the program, make sureyour computer is up to the task of running it

by checking out the minimum requirements

located on the box and online. The instal-

lation was very simple and only involved

inserting the disk and following the on-

screen instructions.

PLAY TIME!

For flight simulators, at least for me, it all

comes down to how well the aircraft in the

simulator flies. A sim can have all kinds of

games, realistic movement in the back-

ground and outstanding scenery. But howthe plane or helicopter flies is the real test.

On that point I have to say that the Aerofly

5 rocks! Out-of-the-box planes and helicop-

ters (from the little I know of helicopters)

feel just like the aircraft I fly at the field. But

if the plane doesn’t feel exactly like the one

you fly, you can change all the parameters to

make a custom aircraft that will feel exactly

like the one you have. Most of the items I

changed on the aircraft related to the control

throws, exponential and the balance on the

plane.

After starting the program for the firsttime, you have to calibrate your trans-

mitter or GameCommander, and simple

Aerofly 5

Limbo, Pylon Racing, Air Racing and other

that are available in some of the scenery.

When the thumbnail is highlighted, the

description will show a symbol that repre-

sents the different contests available for that

area. Once all of those things are selected, I

was off flying! One of the great new features

I like in Aerofly 5 is that while I am in the

flying part of the program, I can right click

my mouse and instantly get a quick launchmenu where there are selection buttons of

the frequently used functions.

CONTROLLING THE

AEROFLY WORLD

The first thing I quickly noticed was the

quality of the scenery—it was fantastic! The

new 4D graphics take the extensive func-

tions of 3D scenery and put it in an ani-

mated environment. The environment has

the brilliance of photo-realistic scenery and

I am able to stand in five different positions

in that world. The 4D scenery allows me tofly all around the environment from the

perspective of the pilot and in follow mode.

SIMREVIEWBY JOHN REID

step-by-step instruction appear on screen for

this exercise. After that, I selected my aircraft

from thumbnails that are on the screen. In

the “Load model” screen, the aircraft can be

sorted in a variety of ways and some aircraft

have different versions you can select from a

drop-down menu. Next, I selected the scen-

ery, which is again is done from thumbnails.

They too can be sorted by 4D, panoramasand multi-panoramas. A quick note here,

there are different contests like Balloon Pop,

This flight sim feels so real, you’ll grab yourglue when the plane crashes!

Just one of the

many aerobatic

helicopters

available for any

pilot to improve

his or her flying

skills.

Flying off water

is very realistic

with the Aerofly

5. This is just one

the backgrounds

you can explore

in this program

while flying in theDHC2 .






MARCH 2011 61

Another thing that adds to the overall real-

ism o the simulator is that nature comes

alive, the trees, branches and leaves move

naturally. Water fows, the wheels, socks and

fags turn according to the wind orce and

direction. The aircrat also responds appro-

priately to the wind.

In this world, I control the wind, time

o day and clouds in the environment.

The Virtual Elements

Technology allows me to

create my own weather in the

simulator. I can select rom many types o

cloud ormations ranging rom nimbostratus

to cirrus and they come with their appropri-

ate eects on the thermals. The time o day

is adjustable so I can pick to fy early in the

morning, aternoon or at dusk. O course,

the shadows, light direction and thermals

will change accordingly.

I can also select walk mode and walk

through hangars, tunnels, buildings and

streets along with fying through ravines,

rows o buildings and orests.

Everything

pictured here

is included

in the Aerofy

5 package

(manual not

shown).

Getting ready to run a Red Bull-type o racing course in the

Extra 260.

Taking o in the Hawkeye. This plane is a lot o un to land on

the aircrat carrier.

SPECIFICATIONS

Product: Aerofy 5

Manuacturer: Ikarus (ikarus.net)

Minimum requirements: 100% IntelPentium 4 or AMD64 compatible DPUwith 2.4GHz; 1 GB o RAM; 8 GB reehard disk; DVD-ROM drive; OpenGL

Version 2.0 compatible 3D-graphics

card rom NVIDIA or ATI with 256 MB;Windows XP/Vista/7; Free USB portor transmitter

Price: $199 (update) to $299 (newwith controller)

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Keep on learning!

Learning is one o the things that fight sim-

ulators have been used or rom the begin-

ning. Over the last ew years, the fight simu-

lator has evolved as the top training deviceor both beginners and experts. New pilots

learn how to fy and land, experience pilots

learn how to improve their maneuvers, and

pro pilots learn how to perect their aero-

batic routines on sims. Aerofy 5 has kept

that in mind and oers a number o training

programs geared to the helicopter and xed

wing pilot.

First up is the landing trainer that helps

improve your skills at the most dicult

phase during any fight, landing. I was able to

practice landing in head, or cross winds and

I can learn how to make the best approachby ollowing the landing plan squares in a

separate window, they showed me the best

simreview

The New StuffHere is a quick rundown o

some new items now available

on the Aerofy 5.

■ 4D Virtual-Elements-Technology

■ New unique 4D-graphics

■ New high-resolution photo

sceneries

■ Flight physics engine

■ Model technique

■ Graphics engine

■ Multi-player mode via Internet/

network

■ New training modules

■ New contests

■ Walk mode: discover the 4D

scenery without aircrat

■ Eight pilot multi-player mode via

Internet/network

■ Vario window which has voice andnumerical inormation

■ Glider towing

■ Hand start/slope launch

■ Wind and Weather Center; allows

complete weather set up

■ Time o day setup

■ Recording Center: Record your

fights and play them back as oten

as you wish.

■ The Quick Start Menu: The most

important program unctions can

be called up with the click o the

mouse and selected in a matter o

seconds.■ Model editor: ne-tune xed wing

aircrat, helicopters or gliders

■ Quick calibration: transmitters can

be calibrated in matters o seconds

■ Hand start or dynamic soaring and

slope soaring

You’ll have a blast fying this big transport CH46 over Mono Lake! You can fy just about

anything with the scenic background o your choice.

The scenery is outstanding and with this program’s 3D landscapes, you can every walk

all around it.

Practice hovering or autorotation with this great-looking EOC7 Lama.






http://www.alignrcusa.com/




glide slope to the runway.

The torque trainer lets me control one sur-

face at a time so that once I have that mas-

tered, I can move on to the next one, and the

next one, until I am hovering that plane right

down on the deck in full control of all the

surfaces.

The one area of this fight simulator I plan

on using quite a bit this next year is the heli-copter hover training window. Like the torque

trainer, I can choose which control surfaces I

want to work, while the computer takes over

the other controls. What’s really nice is that

there are sliders on each control so I can regu-

late how much authority I want the computer

to have and how much I want to control on

each surface. Just using this learning program

for a short while has already improved my

flying abilities with helicopters.

Finally, there is the autorotation contest

that allows me to practice target autorota-

tion. I fly the helicopter to the requiredheight and switch to autorotation so that the

bird drops down with no power, I control it

all the way down to the target just before

flaring out right before touchdown.

MORE CHALLENGES

Like everyone else that I know, I enjoy a chal-

lenge and the Aerofly has a number of them

included in the programming. The first is

Limbo Flying, which helps to hone my skill

in precision flying. The bar continues setting

itself at varying heights until there is very little

room for error. Then it’s on to Balloon Pop-ping, where the goal is to pop as many uncon-

trolled floating balloons as possible, while still

flying the most economical flight pattern.

For the adrenaline junkies out there, you

can fly the Aerofly 5 air race. Patterned after

the Red Bull race, you’ll follow a course that

leads you through a number of gates. Just like

the real air races, the gates will require you to

master various aerobatic maneuvers, espe-

cially knife-edge flight. The path through the

course is indicated by green arrows makinglearning the course easy.

My personal favorite is the Pylon Racing,

as a speed lover, this is where I really get my

money’s worth on this simulator. The cool

thing is that just like in real pylon racing, the

turning point at the pylon is indicated by an

optical and audible signal. This is great for

tuning you into your caller and not jumping

the gun and getting the cut.

MY VERDICT

Unfortunately, there is just not enough

room in this article to tell you all of the

things you can do with the Aerofly 5, you

will just have to go out and pick up your

own copy and explore the Aerofly world.

As for me, I have to say that I really like

the way the aircraft feel in the air, and I

like the looks of the scenery and many of the extras, especially the racing challenges.

Because I enjoy the program, I find myself

picking up the controller and flying in

the virtual world quite often. In turn, this

improves my flying in the real world and

that saves me planes and money. Be sure to

check out the aerofly.com for more infor-

mation about all the features this program

has to offer—enjoy!

PRODUCTREVIEW

Hucking It With Some Friends Aerofly 5 will allow any person host up to eight pilots in Multi-

Player Mode via either the Internet or over a private network. Theinstructions for this are simple and it was very easy to get online,

the first time it happened so quick, that I didn’t realize I was

online until I saw another plane flying with a name hovering over

it. The multi-player mode has a chat function that allows you to

communicate with your flying buddies. That means I can still bag

on my friend about that bouncy landing—good times! I like to host

the session because the host has control over the environment,

I can even set up pylons if I want to race. The cool thing about

this is that you can go flying any time of the day and the outsideweather is never a factor. After all, the host controls the virtual

environment. Fly on!

Looking for

something big

to fly? Give the

Boeing 747 a

try!



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Distributed Exclusively Through GREAT PLANES MODEL DISTRIBUTORS® COMPANY, P.O. Box 9021, Champaign, IL 61826-9021 © 2010 Hobbico ®, Inc. – 3072772

* Average speed at sea level using the recommended electronics.

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Wingspan: 31 in

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WARNING: The Rifle and

Evader require advanced

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ParkZone® P-51D MustangUltra MicroThe Ultra Micro Series P-51D Mustang from ParkZone has a

wingspan of less than 16 inches and weighs barely over an

ounce. But that’s the only thing small about it. The punchy

8.5mm motor and fully proportional 4-channel control

system it’s equipped with allows it to perform loops, aileron

rolls, Immelmans and more, just like a bigger Mustang park

yer. It also features a great-looking paint scheme inspired

by World War II Mustangs of the 118th Fighter Squadron

and landing gear you can remove for a more realistic look

in ight.

Get to ParkZone.com right now to learn more about the best

ultra micro Mustang ying and to nd a retailer near you.

RTF (PKZ3600) BNF (PKZ3680)

Wingspan: 15.8 in (401mm)

Length: 14.3 in (363mm)

Flying Weight: 1.20 oz (34.5 g)

Motor: 8.5mm brushed (installed)

Transmitter: 4+ Channel DSM2 (included w/RTF only)

Battery: 1S 3.7V 120mAh Li-Po (included)

Receiver/ESC: Spektrum™ AR6400 DSM2™ Receiver/ESC (installed)

Charger: 1S 3.7V DC Li-Po (included)

Steerable Tail Wheel

Removable Landing Gear

Full 4-Channel Control

Little Mustang

Big Thrills








I

70 MODELAIRPLANENEWS.COM

RotoRSPEEDB Pu Tu

upgrading to Flybarless ControlI vIwd Miniature Aircraft Fury

55 (miniatureaircraftusa.com) in the Octo-

ber 2010 issue, an at that time I sai its

to main features ere quality an perfor-

mance. Since then, I’e ha a lot of time to

y the Fury an erify my initial impres-

sions, an I’m happy to report that they

ere right on the mark. he Fury contin-

ues to be a great performer for all leels of pilots. If I ecrease the cyclic an collectie

thros an use large, heay pales, the

Fury is gentle yet responsie to all control

inputs an suitable for noice pilots or

scale applications. Increasing the thros

an using KBdd pales (kbintl.com)

improes the aerobatic performance. At

the extreme 3d en of the spectrum, the

combination of Curtis Youngbloo Stubz

pales an 600mm Stick Banger aix

Blaes (curtisyoungbloo.com) put the

Fury in a completely ifferent realm of

ight, right on the ragge ege of han-ling an performance. with this setup,

the Fury is quick an responsie but on the

ery ege of control, hich is just hat is

neee to both start an stop the ilest

of maneuers.

As you can imagine, it takes some

experimenting ith control thros, pa-

les an rotor blaes to ne-tune a heli-

copter’s performance to a preferre ying

style. An eer since e hae been ying

moel helicopters, this has been a require-

ment of eery pilot ho ants to change

his machine’s performance an hanlingqualities. Some emaning pilots are ill-

ing to experiment ith these type changes,

hile others are more content ith the

manufacturer’s choice of ight parameters.

with the aent of the ybarless rotor

hea (or to be more precise, the aent of

the ight control system to manage the

ybarless rotor hea), eery pilot no has

the ability to quickly an easily moify the

ight parameters of his helicopter to suit

his particular requirements.

THE CONVERSION

o conert the Fury 55 to no-bar operation,

I rst replace the stock hea an ashout

The no-bar Miniature Aircrat Fury 55 is

a pleasure to fy in any fight attitude.

Stable and precise even in the wind,

it’s also capable o unlimited aerobatics

when desired. This is a combination

you can start with and keep as your

fying skills progress.


http://miniatureaircraftusa.com/

http://kbddintl.com/

http://curtisyoungblood.com/



http://kbddintl.com/

http://miniatureaircraftusa.com/



MARCH 2011 71

unit with the RJX 50 all-CNC, all-metal fly-

barless rotor head and follower from heli

flightcenter.com. This head can be used on

any .50-size helicopter with a 10mm main

shaft, and its control arms are displaceda full 33mm from the center of the main

shaft for very precise and positive control

of the main rotor blades. I then installed

the Curtis Youngblood Total G flight con-

trol system. The front radio tray of the Fury

55 is angled down to follow the contour of

the canopy, but I needed a flat and level

place to mount the Total G, and the gyro

mount behind the main shaft was perfect.

The Total G is very small and light, yet it

incorporates all of the needed electronics

for the CCPM swashplate flight control

system as well as the tail rotor gyro and in-ternal receiver. The only outside electron-

ics are the satellite receivers.

Detailed videos and written instructions

are available on curtisyoungblood.com,

and they should both be viewed prior to

installing the Total G so that you’re com-

pletely familiar with the setup process.My initial setup of the Total G was rather

simple because the servos were already

installed and the control horns were the

proper length and centered from flying

with the flybar. I won’t go through the

entire step-by-step setup process, but here

are a few of my recommendations.First, do not permanently install the

Total G until you are finished with the

basic setup process for your helicopter. The

Total G will have to be tilted and rotated as

the flight control parameters are adjusted

I use Byron Originals 30% Rotor Rage

“Master’s Blend” Helicopter Fuel

(byronfuels.com) in all my engines. This

fuel gives me plenty of power, head

temps below 200 degrees, is easy to see

and doesn’t foam. The exhaust smoke isa good indication of its great lubricating

qualities. Fortune Model Products

(fortunemodelproducts.com) has an array

of useful and necessary accessories.

I especially like the Ultimate Pushrod

Measuring Tool, which mounts to any

set of calipers to accurately make new

pushrods or replace old ones.

The all-metal CNC RJX Flybarless Rotor Head looks as good as it

performs. Well-placed control arms add to precision and overallpositive control in flight and are a great match to the Total G

Flight Control System.

The Total G is mounted right behind the main shaft for easy

access and protection. It’s no larger than a normal receiver andhas two satellite receivers. It’s fully programmable to customize all

flight control parameters to suit your flying style from mild to wild.

http://heliflightcenter.com/



http://byronfuels.com/

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http://byronfuels.com/




RotoRSPEED

to make sure they are working properly,

and it’s much easier to move the Total G

by hand than moving the entire helicopter

when it’s on the workbench.

I have a little cart with wheels that I use

to hold the helicopter or maintenance and

setup, and fnd it’s very handy to be able to

move the cart rather than the helicopter. Ialso remove the rotor blades during initial

setup since I’m mainly interested in where

is zero pitch, and that’s rather easy to fnd

by just looking at the rotor head. To do this,

look down the blade grips so the arms are at

90 degrees to your line o sight. I the arms

are parallel, you are at zero pitch. That’s it!

A collective pitch range o ±12 to 14

degrees, with about 16 degrees o total

cyclic movement, seems to work well or

3D ying. Be warned that this will give you

a very touchy helicopter until you get used

to it. For initial test ights, try reducingthe collective to about 10 degrees and the

cyclic to 12 degrees. That should eel rather

comortable, and as the throws or both

collective and cyclic are increased, you can

add some exponential to both aileron and

elevator controls in the transmitter. Right

now, I’m running 30 percent expo, and it

seems to work fne.

The Edge 603mm Premium CF Flybar-

less Blades are specifcally designed or this

type o ying, but be careul as the blades

spool up and down. It’s important to turn

o the ight control system during theseperiods because the Total G doesn’t know

you are on the ground, and it will continue

to aid in ying the helicopter. As an exam-

ple, the helicopter is not level when you

carry it out to the ightline ater starting

the engine. But with the ight control

system turned on, the Total G will try to

level the helicopter since that is what you

are commanding on the control sticks. I

turn o the ight control system until I getsufcient rotor speed to control the move-

ment o the helicopter.

Although I knew better, there was one

time I didn’t turn o the ight control

system ater landing because I became dis-

tracted making some minor adjustments.

The engine was close to idle, but not quite

there, so the blades were still turning

slowly. The next thing I heard was my Fury

55 turning on its side. The Fury was sitting

on the grass and wasn’t completely level,

so the Total G was trying to do its job and

get back to the level position commandedby the control sticks on the transmitter.

Since the helicopter wouldn’t move on the

ground, the Total G kept adding more and

more cyclic commands to correct, until

the helicopter fnally tipped over. You can

imagine how embarrassed I was when this

happened. Remember these little quirks

when using any ybarless ight control

system so you won’t have to reinvent the

wheel.

I’ll have more on the Total G and no-bar

Fury 55 in uture columns. I’m enjoying

this setup and look orward to ying it asoten as I can! Until next time, keep up

your rotor speed.

This is the power package right out o the box. Note the enlarged cooling fns and

three-needle carb on the massive YS56SR engine. Matched with the beautiul and high-

perormance MP5-50 Muscle Pipe and Bryon’s Rotor Rage Masters Blend 30% Heli

Fuel, this is the most powerul perormance package available in its class.






Two sets of ball links on the inner swash let you switch

between mild or aggressive control response.

Flashing LED lights are integrated right into the body.

#1 by design

bladehelis.com

Patented Spektrum™ 2.4GHz

technology included.

The new Blade® mCX2 takes everything that made the Blade mCX

easy enough for anyone to y and adds an extra shot of excitement

with a sleek new look, user-selectable swash sensitivity and ashin

LED lights built right into the body. It also boasts more powerful

motors and a higher capacity 120mAh battery pack. It all adds up t

the most fun you will ever have with a coaxial ultra micro heli wheth

you’re a newbie or a pro.

Ready-To-Fly and Bind-N-Fly® versions are available. You can nd

them both at your favorite Blade retailer and get complete details,

video and more at bladehelis.com.

LENGTH:

HEIGHT:

FLYING WEIGHT:

ROTOR DIAMETER:

7.9 in (200mm)

4.7 in (120mm)

1.0 oz (28 g)

7.5 in (190mm)

RTF

© 2010 Horizon Hobby, Inc. Blade ® products are distributed exclusively by Horizon Hobby, Inc. www.bladehelis.com

US patent D578,146. PRC patent ZL200720069025.2. US 7,391,320 Other patents pending.The Spektrum trademark is used with permission of Bachmann Industries, Inc. 16640

NEW STYLE

THRILLS

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I

2010 Monster Planes USAThree years old and getting bigger!

TExT & T By RIcH URAVITcH

If cI is starting to set in

where you are, you’re most likely looking

to extend your c summer. ou’re getting

ready to winterize that big M 1 ⁄ 3-sale

ao you nished last spring and have

own or the past six months. ou’re really

omortable with it now; it looks peret

in the air and gets even more “ooohs and

aaahs” than it did when you rst broughtit out. ather than early retirement to the

workshop to embark on that new winter

projet, how about a trip to florida to

spend some time with c’ers who eel the

same way you do and share similar pas-

sions or their models?

I you haven’t heard o it beore, Mon-

ster Planes US is the brainhild o frank

iano and the event has just elebrated its

third year. ll indiations are that it will

ontinue to grow as more and more c

yers beome aquainted and involved

with large-sale models. arge sale orthis event means a 35-pound minimum

weight with the typial model oming in

at signiantly higher than that. he new,

orthoming M ruling ertainly will go a

long way to stimulating urther ativity in

this exiting segment o c modeling. he

ruling will raise the weight limit o models

requiring inspetion rom 55 pounds to

125 pounds or prop-driven models and

100 pounds or jets. Propeller-driven

models o less than 77 pounds may be er-

tied by the owner/builder signing an a-

davit attesting to the at that the modelwas built to, and omplies with, M gen-

erated guidelines. Models weighing 78-125

Mike apsas applies the rmstrong

starter to the Moki in hani tudnik's

M Waco while hani holds and

monitors the transmitter. Impressive

model at a great event!






I

MARCH 2011 77

lbs. (prop) will still require inspection and

certication in the “Large Scale Model”

class (formerly the Experimental category).

All of this is the result of a great deal of

work being performed by many peopleinvolved in large-scale modeling working

towards a common objective from which

we may all benet.

New site, New schedule

In addition to the new site, the event has

adopted a new schedule, which seems to

work well. Rather than a Friday, Saturday,

Sunday period, the event scheduled was

shifted to the left, with the rst day being

Thursday wrapping things up at the end of

the day on Saturday. This revised format

seems to be nding favor around the coun-try since the Sunday of multi-day event

ends up being a “travel” (return home)

The Fly Girls, Lauren and Courtney,

were on hand taking care of things in

the FTE booth. For you veteran

RC'ers … shades of RCM?

The Airco DH-2 designed and built by

Rich Feroldi. It has a unique appearance,

pusher prop located between tail

“booms”—.4.2 Sachs for power, 1 ⁄ 3-

scale, 118-inchspan.

Beautiful P-47 Razorback built

and own by Eduardo Estavez.

He is obviously comfortable

with the model as he ies it

smoothly and very scale-like.




day for participants who have traveled dis-

tances which adversely impacts the quan-

tity of flying on Sunday.

As with many of the larger events held

around the country, only 2.4GHz radios

were permitted, no crystal-controlled could

be used. I didn’t realize just how helpful

this seemingly small point was; it elimi-

nates the need for a transmitter impound

area, reduces the potential for acciden-

tal turn on “hits” to zero and allows use

of transmitters in the pits for final system

Monster, Monster ScaleWhile the models at the event had to meet

minimum size or weight requirements to be

eligible, some guys apparently don’t know

when to stop with this size thing. While he

could be seen cruising around the model

patch with his beautiful Ziroli-based Douglas

A-1 Skyraider, Tom Smith provided early

morning arrivers a huge treat by shooting

multiple landing approaches adjacent to the

flying site with his full-scale, restored Vultee

BT-15 attractively finished in an authentic

Training Command scheme. Tom flew his

Vibrator back to his home base, drove back

to Lakeland to fly the Skyraider some more,

and drove home. He may have tried to fit the

Skyraider in the back seat of the BT-15, but

I guess it didn’t work. Without a doubt, he

had the largest airplane at the meet … but

not the loudest. Some of the model enginestook that honor!

Monster Planes USA

Imperial R/C (host club)

members watching

Tom Smith shoot

touch-and-gos with

his Vultee BT-15. Tom

also stuck around to fly

his beautiful Ziroli A-1

Skyraider throughout

the event.

EventSponsorsPrimary

JR / DSMRC Sport Flyer

Associate

FlyRCRC Model WorldTEZap GlueSierra Precision

Award Sponsors

Aero RC Products Alloys-Now.ComBob’s Hobby CenterDavinci MachiningEz BalancerFlying ModelsGlenn TorranceModelsModel Airplane NewsPro-Mark GraphicsRC Scale AllComposites

tweaking without the need for DSC cords.

Seems like a good idea to me!

A quick weather report for the event…

near perfect! An event such as this with

specialized models always produces some

outstanding examples of craftsmanship,

finishing and flying. While not a “com-

petition” (although many awards are pre-sented), any number of the models I saw

were clearly competition caliber but were

being sport flown throughout the meet.

The largest number were built from kits,

attesting to the potential market for these

size models. Many were “blow-ups” of

Mac Hodge’s demo during the noontime

show is always impressive. His model is

routinely inverted, frequently with smoke

on. Four Q-100s allow hover, tailslide!

Another of my favorites, the

Me-163 Komet. It's JetCat

P120 powered, and its flight

performance was amazing!

Scratch-built by Joe Saitta,

this model weighed 36 pounds

and just made the minimum

weight requirement!



http://alloys-now.com/






MARCH 2011 79

Spectators were amazed at the

sheer size of Paul Westrich’s

½-scale Fokker D-VI. Model flew

exceptionally well with a DA150.

existing giant-scale models from design-

ers like Nick Ziroli, Roy Vaillancourt, Jerry

Bates and other well-known modelers.

A perfect example was the C-47 Gooney

Bird from Tim Redelman. It spanned 144

inches and was powered by a pair of Q-100

engines that easily hauled the behemoth

around in a very scale-like fashion and

This big electric twin, 52-pound, 9 foot OV-10 Bronco

was convincingly flown by Sean Curry. It received a“Special Recognition” award.

Part of the Scott Prossen fleet, the Grumman F4F

Wildcat. It had a great finish and the Moki radial made“magic” sounds!

Denny DeWeese’s Messerschmitt Bf-109K on a low pass.

This was one of my favorite models of the meet. It was

47 pounds, Evo 80 powered and a MeisterScale design.

Best WW I, Runner Up was Steve

Thomas' Nieuport 11. This great-

looking model was airbornethroughout the meet.

The Man Behind the Event:

Frank TianoIf you read Model Airplane News, then you know Frank

Tiano. We’ve been covering Frank’s RC events for

over 20 years and Monster Planes USA is the newest

venue conceived by Frank. We chatted with him to

get a better idea of what’s been happening behind the

scenes. Here’s what he had to say.

You’ve been bringing us two spectacular annual

events, the Top Gun Scale invitational and the

Florida Jets, all held in Lakeland, FL, which is

the same location for the Experimental Aircraft

Association’s (EAA) “Sun ’n Fun” full-scale aviation

event. Why the new location?

Monster Planes, as well as the other two events, Florida Jets and the Top

Gun Invitational, will now be held here at the new Paradise Field which, by the

way, is still at the Lakeland Linder Airport but in a different and more conveniently

accessed location. Up until now, we’ve used the mostly unused taxiway off of one

of the airport’s runways, but things change. I worked with the airport management,

Sun ’n Fun representatives, the FAA, and the City of Lakeland to secure this new site

for what is likely to be for many years to come. We are considering adding a fourth

event to the calendar, very likely to be an all-electric meet.

How has the new grass runway gone over with the pilots?

This year’s Monster Planes USA was the first event to be held at this new location.

There was some concerns, mostly from the jet guys, that the grass would be

unsuitable for small-wheeled jets. This concern proved to be unnecessary as a fair

number of jets, both turbine and EDF powered, have operated routinely throughout

the event with no problems encountered. Even the smaller EDFs flown in demo flights

handled the surface with no problem. All the “prop” guys, especially the WW I fans,

seem to love it! The turf will only improve for future events and should take on the

appearance that so many enjoyed when Top Gun used to be held at Palm Beach Polo.



Monster Planes USA

Special Awards Award Sponsor Winner Plane

Runner-up Best WW I FlyingModels SteveThomas Nieuport11

Best WW I GlennTorranceModels DougPierce FokkerD-7

Best Pre WW II RCModelWorld DougPierce Stampe

Runner-up Best WW II EZ Balancer Tim Redelman C-47

Best WW II JRDSM ScottProssen Wildcat

Best Biplane RCSportFlyer RichFeroldi DH-2

Runner-up Best Civilian SKSVideo DaveCollis SpaceWalker

Best Civilian A/C AeroRCProducts MalcolmKay Waco

Best Craftsmanship R/CScaleAllComposite CurtisSwitzer CurtisB-2

Best Graphics Pro-MarkGraphics JimRecord Waco

Runner-up Best Military ZAPGlue PedroSanchez B-25

Best Military SierraGiantScale EduardoEstevez P-47

Runner-up Best Jet Model Airplane News ScottMarr Futura

Best Jet RCJetInternational ChrisKeene T-45Goshawk

Just Plane Awesome SierraGiantScale DustinBuescher F-80

Most Realistic Aircraft DivinciMachining FrankTiano Decathlon

Most Realistic Flight BobsHobbyCenter.Com MarcoMascia T-33

Best Multi Engine FlyRC MacHodges B-29

Special Recognition FrankTianoEnterprises PaulWestrich FokkerD-6

Special Recognition Alloys-Now.Com MarkShapiro Bearcat

Special Recognition RCSportFlyer GregFoushi LA-7

Special Recognition JRDSM SeanCurry OV-10Bronco

Special Recognition FlyGirls PabloFernandez EDFBandit

Runner-up Critics Choice ZAPGlue DennisDeWeese Me-109G

Critics’ Choice Award JRDSMandSportFlyer JackFeroldi FokkerD-7

took the Runner-Up, Best WW II award.

Paul Westrich also took the path of blow-

up, using Glenn Torrance Models plans

as the basis for his ½-scale Fokker D-VI. A

spectacular model, it was DA150-powered

swinging a 32x14 prop and tipped the

scale at 86 pounds, making it the heavi-est model of the meet, just ahead of Shelly

Smith’s 84-pound Super Decathlon.

In spite of the large number of great

models on hand, it’s hard not to have

some favorites. Three come immediately to

mind—Denny DeWeese’s Bf 109 K-4 from

the Dino Digiorgio’s Meister Scale stable of

designs. Everything on this model looked

great: paintwork, surface detail, markings,

canopy. If there was one thing that seemed

not quite right to me, strictly from memory

of drawings and photos, was the dihedral

angle. It seemed a bit too much, but I’m

sure with the attention to detail Denny has

lavished on the model, his documentation

will stand the test of eventual competition.

Scott Prossen’s Grumman F4F Wildcat,

from the imported Fisher Models kit, n-

ished in simulated natural metal and pow-ered by a Moki 250 radial provided a sound

not to be believed and seemed to y with

authority as validated by receipt of the Best

WW II award. Limiting this list to three is

difcult but I would have to include the

Me-163 “Komet” scratch-built by Joe Saitta

and powered by a JetCat P120 turbine. It

was almost 1 ⁄ 3-scale with a 103-inch span

and, as good as it looked, its ying qualities

were remarkable with a speed range that

was amazing. It was one of those models

that was a pleasure to watch, even for guys

like me who have been involved for a while!From a general public/spectator stand-

point, the new facility is well laid out with

easy access, nothing blocking the view

of the ightline, plenty of great spots for

picture taking, lots of food and beverage

vendors and a team of host club mem-

bers doing a terric job of running things

smoothly. Couple all this with the ongo-

ing, informative narration from announcer

Sam Wright and you’ve got an event that

everyone seems to enjoy, and from which

many of us come away inspired. As you’re

reading this, just take a look out thewindow and check the temperature—we

hope to see you there next year!

Candy Airdrop!If you thought that the spectators loved the event with its huge airplanes, historical

reenactments and jet models to entertain them, you should have seen the kids when

the 12-foot-span Telemaster got airborne. Announcer Sam Wright had gathered

all the youngsters in the pit area and told them to keep their eyes on that big red

airplane getting ready to pass overhead. Just as it ew over, Sam gave the kids the

“go” signal as four pounds of candy was released from the Telemaster own by Sean

Curry. Right on target! The kids scrambled, scooped up lots of candy and made their

way back to the pits, all of them delighted with their hauls. Just a word of caution,

however, if you should ever witness a similar event at a meet, do not place yourself

between the kids and the candy!

This was an amazing piece o work! The

fame scheme on Jim Record’s 1 ⁄ 3-scale

Waco YMF is painted and gorgeous! Jim

had a huge Gee Bee last year in a similar

scheme. DA-150, AMR kit.

High overhead, the large

12-oot Telemaster, piloted

by Sean Curry, releases its

our-pound load o candy

to a large crowd o eagerly

waiting kids.

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From Books to Gold

ENGINECLINICBY CLARENCE LEE

THIS PAST MONTH I RECEIVED a really neat

book titled The Cox Model Engine Hand-

book co-authored by Tim Dannels and Dan

Sitter. Tim Dannels is the longtime pub-

lisher of the Engine Collector’s Journal and

Dan Sitter is probably the world’s foremost

authority on the Cox engine line. Anyone

who has been into modeling for any

length of time has probably, at one time

or another, owned a Cox engine (especiallyas a youngster) Many fellows’ first experi-

ence with a model engine has been with

a Cox .049 which were sold individually

as well as in model aircraft and cars. The

Cox Products Co., owned and founded by

Leroy Cox, was at one time the largest pro-

ducer of model engines in the world. If you

have any interest in the Cox engines and

their history, this book is a must have. I’m

sure that even those who are familiar with

the Cox engine line will be surprised at the

number of engine variations that were pro-

duced as well as a bicycle, chainsaw, andlarger displacement-size utility engines.

The price of the book is $35, plus $6.50

shipping in the U.S. ($12 for Canada and

$14 foreign.) The book can be ordered

from Country View Enterprises, P.O. Box

243, Buena Vista, CO 81211.

GOLDEN ANNIVERSARY SAITO

November 2009 marked the 50th anniver-

sary of the founding of Saito Seiakusho by

Gen Saito. It was in 1959 that Saito first

entered the hobby market with a line of

small, stationary, live steam engines andsteam-powered model boats imported by

Hobby Shack (now Hobby People). Later,

in 1977, they introduced their first model

aircraft engine—a spark ignition/gasoline-

powered, Schnuerle-ported, 2-stroke 60.

The engine was available in both front and

rear induction versions as well as a marine

version. Two years later, in 1979, Saito

introduced their first 4-stroke engine, the

30 cu. in. Saito FA-30, which at the time

was the smallest displacement 4-stroke on

the market. This was followed a year later

by the FA-40 and Saito’s first opposed twin,the FA-80. It was at this time that Gen

Saito, recognizing the future of the 4-stroke

and no gold plated parts will be sold. Only

1,000 of the engines have been produced,

so if you would like to add one of these

beauties to your engine collection, or justown one for display purposes, they are

priced at $300 and come complete with

a nice Plexiglas display stand and gold-

plated glow plug.

Now, let’s answer some letters.

FIGHTING FLAMEOUTS

U I read your comments about the Malo-

ney 125 in the July issue of MAN with inter-

est. I used to be the “Keeper of the Oddball

Engines” when I used to fly out on the

West Coast. Most of the club members all

used as engines with an occasional Saito orRossi. I had mostly K&B, Fox, Webra, and

Maloney engines. To me, they were fun to

get running and keep running. I was won-

dering if you have any info on one engine

I used to fly. It was a Fox 1.20 horizontally

opposed twin. I used to fly it in a large

Stampe biplane. The power was almost

frightening, but it had one quirk which

I never managed to overcome. On land-

ing approach, or shooting a touch-and-

go, one cylinder would always flameout

when the throttle was opened. Most of my

touch-and-gos ended up being forced land-ings. The Fox wouldn’t pull the Stampe

on one cylinder. Eventually, I sold it, and

replaced it with an O.S. 1.08. They did fly

the Stampe, but in a more leisurely “scale-

like” fashion, but I could always depend

on the O.S. to throttle up when needed. I

engine, made the decision to devote their

engine production exclusively to 4-stroke

engines. Today, the Saito line includes

single, twin, and radial engines ranging indisplacement size from .30 to a 3.25 cu. in.,

5-cylinder radial.

To commemorate their 50th anniver-

sary, Saito came out with a special Golden

Anniversary FA-30GA. The complete

engine sports a 24-carat, gilded gold finish.

It truly is an eye-popping engine. Recently,

one of these engines came our way thanks

to Horizon Hobby’s senior publicity and

media manager, Steve Goodreau. Not too

many RC flyers are aware of this engine’s

existence, so this month I thought I would

bring it to your attention. The engine dif-fers slightly from the original FA-30 in that

it has enclosed rocker arm covers, whereas

the original had open rocker arms. Natu-

rally, other later engine internal modifica-

tions have been made as well. Although

the engine is actually too beautiful to be

put to use, it is fully functional and

usable. However, Saito intends

the engine as a collector’s item

Saito 2009 50th

Anniversary Special—

the FA-30GA. This

engine’s finish is real24K gold, not anodized

or painted!






MARCH 2011 87

understand this problem was common on

Fox twins.Samuel Will, email

Sam, although it doesn’t seem that long

ago, it was back in the April 1983 column in

R/C Modeler that I devoted a lengthy article

to the Fox 120 twin and its idle and flame

out problems. This was caused by the two

boost ports opposite the exhaust aiming

too much fuel mixture directly at the glow

plug. Duke Fox recommended blocking off

the boost ports with pieces of balsa carved

to fit, but I came up with an even simpler

solution. You just rotated the cylinder basegasket 1800, which blocked off the ports

and then trimmed the gasket to match

the side transfer ports with a hobby knife.

This only caused a 200-300rpm loss, which

was negligible considering the power this

engine developed. The original engines

came with a vane-type carburetor that was

later replaced with a more common rotat-

ing barrel, 2-needle type. This helped, but

it was blocking off the boost ports that

really cured the problem.

THROTTLE TRANSITION

U It is good to see you back in the pub-

lishing world with your column in MAN . I

do enjoy reading it as it appears and always

find it most informative. I have had a sub-

stantial problem getting the engines to

transition from idle to full throttle in the

air. Lots of quits as transition through Y2

throttle. Carbs have been set up per the

Perry instructions and find the idle disk to

be about centered. I find the high-speed

needle to be very sensitive, (more so then

on my oId K&B .61.)

Here are some stats on my Two SuperTigre 3250s:

• Fuel: 10% castor, no nitro

• Prop: 18x8 Master Airscrew

• Mufflers: one a Bisson for a 3250, the

other a Slimline Pitts for a 3250

• Carbs: Perry non pump (replaced the

original ST carbs)• Fuel line: Large for big engines

• Governed to 7800rpm

• Engine head temps at fins: About 350

deg. F. 400 at plug

• Plug: Either a K&B idle bar or a Fox Mir-

acle plug. (same problem with both)

I need some suggestions here so that I

don’t wreck my 1 ⁄ 5-scale Platt T-28 or my1 ⁄ 5-scale Platt P-51C (which will have an

on board glow driver and the Fox Miracle

plug). Two flights of the T-28 and both

trips the engine flamed out as I turnedaway from takeoff.

John Lewis, Mechanicsville, VA

John, why don’t you try using a fuel that

contains at least 5% and preferably 10%

nitro? It can make a big difference in the

idle and particularly the mid-range accel-

eration as well broaden the mixture adjust-

ment range. Also, where is the center line

of your fuel tank? It should be even with

or slightly below the center line of the

carburetor spray bar. A high tank position

will cause loading through the mid-range.

RUNNING BACKWARDS

U I enjoy your column, and always read itfirst on receipt of my copy of MAN . I have

been given an old .46 Tiger Shark motor

(made in China) that had been crashed

and had a bent shaft. I pulled it apart and

cleaned off all the varnish, it does not look

if it has done a lot of work and shaft was

easily straightened. I have no manual for

the engine. After reassembly, (including

the alloy head gasket), I found it wanted

to start backwards and would even change

from forwards to backwards when going

from an idle to half throttle. The compres-

sion feels good, high-speed needle is opentwo and a bit turns, slow-speed needle is

open one and half turns from when air just

starts passing with the throttle closed.

Dave Stephens, email

Dave, several things can cause an engine

to start up backwards or kick and reverse

direction on acceleration. The number-one

reason would be too high a compression

ratio. However, if the engine didn’t do this

prior to the crash, we can pretty well rule

TIP OF THE MONTH | Removing Screws

Having problems with your Walbro- or Tillotson-equipped gas burner holding

a consistent setting, especially when enclosed within a cowl? Here’s the

reason why. On the side of both types of carburetors is a metal plate with a

small hole in the side of the raised center section that vents an internal diaphragm

to atmospheric pressure. The other side of the

diaphragm is connected to a needle valve

that regulates fuel flow and also serves as

a shutoff when the engine is not running.

When started and running, venturi vacuum

overcomes atmospheric pressure

allowing the fuel to flow. With a cowled

installation the pressure within the cowl

changes with air speed allowing more or

less fuel to flow. So, what’s the cure?

Simple, just remove the metal plate and

solder up the small hole. Then drill a new hole

in the center of the plate for a short length of

brass or copper tubing which is then soldered in

place. A length of fuel line slipped over the fitting

and leading to the inside of the aircraft fuselage

solves the problem. Soldering the tubing to the

metal plate can prove difficult if you use resin

core solder normally used for soldering receiver

and servo wiring, and radio work in general. Go to

the local hardware store and get a bottle of Stay Clean soldering flux and a coil of 50-

50 lead/tin solder. With a hot soldering iron, the soldering job will now become easy.

The Stay Clean flux will allow soldering dissimilar metals to one another includingstainless steel and chrome.

This is the modification to

Walbro carburetor that solves

fluctuations in mixture setting.

1978 Fox 120 opposed twin. Composed

of two Fox Eagle 60s, it was a real brute

in the horsepower department, but it

suffered from low-speed flameouts

problems that were easily cured.



EnginECliniC

this out. The Tiger Shark engines usually

came with more than one head gasket, so

be sure you didn’t drop or misplace one.

Too small or light a prop can also cause

this, but again, if this only started after

the crash we can rule this out. You didn’t

say what you are using for a prop, but youshould be using an 11x6. Finally, be sure

you didn’t install the sleeve backwards.

The highest port is the exhaust. It is doubt-

ful the engine would even run, but depend-

ing on the port timing, it is a possibility. I

would appreciate hearing what you nd.

Black Piston

U I am happy to see you are back writing a

column! I picked up a Moki (Mark) 135 at a

swap meet at a good price. The piston in it

is almost black. The seller said it was caused

by running a high castor oil content fuel ascalled for in the instructions (Omega A-fuel

with 2 ounces of castor added). Will this

hamper performance? Should I dismantle

the engine and try to get it off?

Richard H. Kelly

Richard, when you use a fuel containing

castor oil you can expect the piston to

turn dark, especially with a ringed piston

engine. This normally does not hurt any-

thing unless you note a loss of power. What

is the source of the castor you are adding?

It should be a highly rened castor such

as Raker AA available at hobby shops that

carry the Sig line of fuel, or automotive ormotorcycle shops that carry Klotz Racing

Castor. Do not use drugstore castor as this

will varnish an engine up in short order.

Go to your local auto parts store and pur-

chase a can of fuel injector cleaner. Using

a fuel bulb, dribble the injector cleaner

down the carburetor while the engine is

running at a fast idle. Add an ounce or two

to a couple tanks of fuel followed by an

ounce or two per gallon in your fuel con-

tainer. Not all brands will mix with model

fuel but Gold Eagle Fuel Injection Cleaner,

Snap Fuel Injection Cleaner, and ChevronPro Guard are good for this purpose.

Rough BeaRing

U I recently purchased a Webra Speed 40

from eBay. The seller said it was never run

and when I received the engine it came in

the original box, there was no varnish on it,

It didn’t smell like fuel, and the piston looks

good, so I believe him on that. However,

when I turn it over by hand, it feels like

there are rough spots in the front bearing.

It denitely doesn’t turn over smoothly. I’d

like to know what, if anything, is wrong

with the engine before I install it in any

model. What do you recommend? Ben Duprey, email

Ben, if the engine has never been run, the

chances are pretty good that it is only a

matter of the assembly oil in the bearings

having hardened. Remove the back cover,

and prop drive washer and inject some pen-

etrating oil such as Marvel Mystery Oil or

3-In-One oil into the bearings and turn the

engine over a half a dozen or so times. If

things don’t smooth up, submerge the lower

end in a container of methanol, acetone, or

lacquer thinner for half an hour or so. Thenblow dry and lubricate. If still rough, then

the only alternative is to remove the bear-

ings and wash in the previously mentioned

solvents. Do not try to run the engine with

the bearings feeling rough as they could be

damaged, the ball retainer come apart, etc.

That wraps things up for another month.

We’ll be back in the May issue!

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BH Models

1.20 PILATUS PC-9 A striking rendition of the Swiss high-performanceturboprop in RAAF Roulettes livery

FLIGHTTEST

BY MICHAEL YORK

PHOTOGRAPHS BY JOHN REID

From the rugged PC-6 Turbo Porter to the

exquisite PC-12, Pilatus is known as the

quintessential builder of single-engine tur-boprop-powered aircraft. An evolution of

the PC-7, the PC-9 is an excellent example

of the Swiss company’s ability to produce

high performance and efficient airplanes.

Its maiden flight was on May 7, 1984, with

the RAAF (Royal Australian Air Force) being

first to take delivery in 1987. Narrowly

missing the pick as Britain’s RAF’s trainerto the Shorts Tucano, it soon became

the U.S.’s replacement of the aging T34C

Mentor and is known as the T6 Texan II

(built under license by Hawker Beechcraft).

Over 250 PC-9s are currently in operation

worldwide in various roles from trainer to

target drone tug.

Being from Switzerland myself, I jumpedat the chance to review the BH Models

1.20-sized Pilatus PC-9. When first opening

FLIGHT WITH THERECOMMENDED

CONTROL THROWSIS VERY REALISTIC,WHICH JUST ADDSTO THE GRACE OF

THIS PLANE







MARCH 2011 95

SPECIFICATIONS

Name of plane: BH Models 1.20Pilatus PC-9

Distributor: Global Hobby(globalhobby.com)

Type: scale ARF

Length: 72.05 in.

Wingspan: 72.44 in.Wing area: 808.27 sq. in.

Weight: 228 oz.

Wing loading: 40.64 oz. /sq. ft.

Motor req’d: 1.20 2-stroke / 1.804-stroke or electric equivalent

Radio req’d: 6-channel with 8-9servos

Price: $500

HIgHlIgHTS

+ Great scale outline and choice oflivery

+ Heavy-duty control linkages

+ Excellent Oracover application

+ Fantastic ight characteristics

the rather large box, I was greeted by a

well-packaged model. The pilots and volu-

minous, clear canopy are already installed,

so it’s apparent that this plane will go

together quickly. The built-up wood/ply

airframe features a three-piece wing with

an aluminum tube joiner, is lightweight

yet strong, and the Oracover was expertly

applied. I could not nd a single wrinkle

on any surface—very impressive! A com-plete heavy-duty metric hardware pack is

supplied, even the air up/down retracts

are included. The 38-page manual is lled

with lots of clear pictures and step-by-step

instructions.

UniqUe featUres

As with all the ARF models I build, I in-

spected all the accessible glue joints and

found no need for any fortication. All the

control surfaces are precut for the supplied

CA hinges and the centers of the hinges

are slotted to ensure proper adhesion. Last

thing you want is to start shedding parts

when making that high-speed low pass.

The lightweight berglass cowl had just

a couple of minor imperfections but color

matched the Oracover perfectly. I lowered

the engine mount by about 5mm from

the premarked location to avoid a slightlysnobby nose-up look of the cowl when

aligned with the spinner.

The t of the horizontal stab was excel-

lent, and the vertical stab base required

just a bit of sanding to t tight and true.

The lower support hole for the rudder

torque rod is elongated for easy alignment

but allowed excessive movement. I simply

installed a notched 1 ⁄ 8-inch ply plate per-

pendicular to the hole that removed the


















play. Due to the long nose moment, it’s

good to get an idea on the CG locationbefore gluing on the tail to ease adding tail

weight.

The ply gear mounts are robust and the

retract units fit very well. The air tank is

installed in the rear of the fuselage under

a handy access panel that also houses the

receiver battery. The tank mount required

just a bit of trimming so the hatch would

close flush.

Due to the ample room, radio installa-

tion is very straightforward. The wing servo

mounts are gusseted and the covers fit per-

fectly; there are even strings in place to facil-itate pulling wires through the wing pan-

els—a very nice touch. Per the instructions,

FLIGHTTEST

In the Air

BH MODELS 1.20 PILATUS PC-9

CONTROL THROWS

Elevator: ± 3 ⁄ 8 in., 15% expo (low);

± 9 ⁄ 16 in., 30% expo (high)

Aileron: ; ± 3 ⁄ 8 in., 15% expo (low);

± 9 ⁄ 16 in., 30% expo (high)

Rudder: ± 1 3 ⁄ 16 in., 0% expo (low);

± 1 1 ⁄ 2 in., 0% expo (high)

GEAR USED

Radio: Futaba 10CAP 2.4g module,

w/Airtronics 94842, 94722 and 94702

(futabarc.com)

Engine: Magnum XL 180 RFS w/

custom exhaust (globalhobby.com )

Fuel: Morgan Fuel 10% (morganfuel.

com)

Prop: Master Airscrew 16x8 K series

(masterairscrew.com)

The morning of the test-flight at our dry lakebed flying field was just about perfect

with a slight breeze and temps in the upper 60s. Despite the narrow stance and

short wheelbase of the gear, ground-handling was excellent. I advanced the throttle

and the model lifted off very smoothly with an uneventful climb-out—just the way

I like it. The landing approach was pretty fast as expected with a model of this

type. The recommended control throw on the elevator was perfect for flight, but I

did run out of up-travel on landing. Subsequent landings were done on high rates,

which improved the low speed elevator authority. The flaps required absolutely noelevator compensation when deployed, and are quite effective. Other than twisting

the right gear leg on landing due to the cracks in the lakebed surface (remedied by

a more substantial flat-spot for the setscrews) the flight was as smooth as the plane

performed.


Stability: This plane is very stable and, dare I say, docile. It never indicated any

tendency to drop a wing at any attitude. Due to the long moment, pitch stability was

excellent.

Tracking: This plane pretty much goes where you point it. High- and low-speed level

flight was rock solid and turns, both low and high bank, were as if on rails.

Aerobatics: The Magnum 1.80 pulled the plane through enormous loops and vertical

performance was pretty much unlimited. The rudder was very effective in keeping

up/down lines straight. Rolls were very axial and inverted flight required the slightest

hint of down to maintain altitude. Knife-edge flight was easily maintained with very

little coupling.

Glide and stall performance: The wing-loading and clean lines of the PC-9 make

for a fast and not exactly flat glide. Despite this, it is very easy to gauge and control

the descent rate. During slow flight, the controls were extremely effective, even as

the plane approached stall speed. The stall itself was more of a mush than a nose

drop, and it had just a hint of a wing drop that could be arrested immediately with

the correct inputs.

PILOT DEBRIEFING

Flight with the recommended control throws is very realistic, which just adds to

the grace of this plane in the air. The stability truly builds confidence and you’ll beemulating the Roulettes airshow routine at your own flying field in no time.



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the nose gear steering is controlled by a

separate servo which, if you have a capable

radio, allows you to program actuation only

when the gear is down. Of course, you can

use a Y-harness or just extend the pushrod

to the rudder servo. With all the hoses and

wires connecting the wing to the fuselage, I

decided to leave the center panel mountedand have the outer wing panels removable

for transportation. I made a custom servo

wire harness with Deans connectors glued

into the wing roots for quick and error-free

assembly.

The vacuum-formed scale bits really

enhance the overall appearance and were

attached using Formula 560 canopy glue.

Though the instructions don’t cover the

FLIGHTTESTBH MODELS 1.20 PILATUS PC-9

decal installation, the box is adorned with

plenty of pictures to use as reference. I did

place the fuselage roundels slightly higher

than the full-size due to the color bleed

through on the white field. Lastly, wing

walk panels were added as a final scale

touch.

CONCLUSION

This model is an exceptional value for the

money. Though certainly not for a begin-

ner due to its complexity and a few minor

issues, anyone with a few performance

planes under his belt will have no trouble

at all with assembly and flying. Supply

your choice of powertrain, radio gear, ad-

hesives and about a week of your time, and

you’ll have a plane that would make evenPilatus proud. BH puts yet another one in

the win column!

Muffler FabricationThe PC-9 has a very svelte front end and I wanted to preserve that appearance. The

stock muffler would have stuck out quite far and ruined the smooth lines. I wanted

the exhaust to exit in the scale location, and since I couldn’t find a commercially

available unit that would fit the bill, I decided to attempt my luck at fabricating my

own.

The stock header for the Magnum 1.80 had to be bent just slightly to fully fit inside

the cowl. I removed the header and, in order to avoid damaging the threads, placed

one end in an aluminum-jawed vise while using a copper pipe for leverage on the

other end. With the help of a blowtorch,

I carefully bent the pipe, taking extreme

care not to kink it. I wouldn’t recommend

this for anything more than a slight

adjustment. The full-scale Roulette’sPC-9 has display smoke coming from

the right exhaust only, and since I plan

to add smoke capability in the future,

I decided to go through the additional

work involved to route the exhaust up

from the left side (inverted engine). I used

off-the-shelf ½-inch copper hardware

for simplicity and low cost. In order to

help keep overall weight down, the ends

of the 90-degree elbows were trimmed

as much as possible and still allowed

sufficient material for brazing. After some

trial and error fitting, I brazed the whole assembly together. The last elbow portion

was made removable in order to install/remove the cowl. Lastly, the exhaust end wascrimped slightly in order to produce a little back pressure for the engine.

Though not the lightest exhaust, it was only slightly heavier than the stock unit

and was a great proof of concept. All of this was very unscientific and added quite

some time to the build, but the end result for me was well worth the effort!

The Magnum 1.80 installed on the

supplied engine mounts, awaiting the

cowl.

Final adjustments to the engine just prior

to the initial flight.

Retract air tank, filler check-valve and

receiver battery in rear access hatch.






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I

JR 11X SystemBY GERRY YARRISH

PHOTOGRAPHS BY HOPE MCCALL

IT’S GOOD TO MIX THINGS UP once in a

while with a little change. It’s a sure way to

grab people’s attention especially when it

comes to RC. JR certainly has embraced a

new look with its new 11X and its modernstyling certainly gets noticed. But like most

JR products, this beauty is much more

than just skin deep and the new 11-chan-

nel 2.4GHz system has a lot to offer. The

11X comes with the 9-channel, JR 921 2.4

receiver and it is completely compatible

with all JR and Spektrum DSM2 2.4GHz air-

craft receivers. Perhaps the best part of the

JR 11X is that it’s a true pro-class program-

mable transmitter that sells for a fraction of

a pro-class price.

UNIQUE FEATURESThe JR 11X 2.4 comes with everything

you’d expect with a top-shelf radio. It has a

30-model memory and a very easy-to-read

back-lit screen. Its list of programming

menu options is extremely simple to navi-

gate and overall, the 11X is surprisingly

easy to use with the intuitive roller button

interface. One feature that I welcome is

being able to access both the System and

Function menus without having to switch

the transmitter on and off. Just turn it on,

and hit the “List” button and you’re in

the Function menu. Scroll to the end of

the Function list and the last item is the“System List.” The 11X also has an SD card

slot for model storage, memory expansion

and software updates.

Another nice feature that makes the

transmitter just a little bit more user

friendly is that there is a pair of slider

switches located on the left and right upper

back of the case. These fall naturally at your

fingertips while you grasp the transmitter.

The ergonomic recessed case back makes

holding the 11X very comfortable.

When using the Airplane Menu you also

have up to three flight modes (nameable),Assignable Switch and Levers, triple rates

and expo for aileron, rudder and eleva-

tor that can be combined and assigned

to flight modes, four programmable wing

types (Normal, Flaperon, Delta, and 4-aile-

ron), Differential with two values per

A true pro-class radio at a fraction of the price

TRANSMITTER SPECIFICATIONS

11X Transmitter

No. of channels: 11

Modulation: DSM2

Band: 2.400 to 2.483GHz

Transmitter battery: 1500mAh 9.6VNiMH

RECEIVER SPECIFICATIONS

Type: JR 921 2.4

No. of channels: 9

Modulation: DSM2

Dimensions: 1.23 x 1.94 x .56 in.

Weight: .8 ounces (main and remotecombined)

Current: 70mA

Voltage range: 3.5 to 10V

System includes: Transmitter, receiver,instructions, transmitter wall charger,bind plug, and 6-inch servo extension

System Price: $750

Product Review

This slider switch on the back of the radio case is a great

addition.

All the switches and levers are fully assignable.

BY GERRY YARRISH | PHOTOGRAPHS BY HOPE McCALL








MARCH 2011 105

If you’re in the marketfor a high-end, pro-leveltransmitter that doesindeed have all the features

you could ever want, theJR 11X delivers!




channel (Aileron, Dual Rudder, Dual Flap)

V-tail mixing, dual channel assignment

or all primary fight controls and faps,

dual throttle with independent trims and

throttle curves, adjustable trim rates and

elevator-to-fap mixing. Also available is

throttle hold, aileron-to-rudder mixing,two throttle curves, fap system with eleva-

tor and aileron trim, auto-land and eleva-

tor/fap delay.

But wait, there’s more! The unction list

also includes in-fight gyro gain selection

with up to three gains or two gyros, Servo

Speed, six programmable mixes (including

three Multi-Point mixes), a programmable

trainer system, Servo Monitor and PitchCurve mixing or variable-pitch propellers.

This is a very impressive list o bells and

whistles that can satisy any serious pilot,

pro or sport.

Something new

Two more eatures not seen beore are the

Quick Inormation Screen (QIS) and the

MyLST screen. The QIS screen comes up

while using the roller selector switch and

it augments the main display screen that

shows the model number and name, bat-

tery voltage, throttle trim settings and agraphic display or the model type. The

QIS screen shows throttle stick position

JR 11X System

Showtime with John Glezellis!During the lming of the new Advanced Aerobatics Made Easy DVD, weasked John Glezellis what he thought of the new JR 11X radio system.He used the 11X in his giant-scale Hangar 9 Beast Biplane featured in

the DVD. Here’s what he had to say.What are your favorite features of the 11X?

The more I use the 11X, the more I enjoy its neat features. For example, I like the

ability to switch between the System and Function menus without turning off the

radio. Also, I like the AutoAssign switch selection.

Do you use the “MyLST” My List feature? And what functions do you place there?

I do take advantage of this feature. I have D/R & Expo, Sub Trims, Travel Adjust,

Device Select, Servo Speed, and the Timer all on one screen. Simply said, I have any

function that I might need to access quickly to make a quick adjustment at the eld

to the setup of my aircraft. For my scale models, I like having Servo Speed added to

MyLST as well so I can change the speed of the ap servos in a matter of seconds!

When setting up the Beast, what features did you use?

In setting up the Beast I did use the 4-Aileron choice under the Wing Type as this

model uses one servo per aileron. This made it a breeze as I did not have to use any

servo synchronizers or MatchBox installations to manage the servo adjustments.

I plugged each servo lead into a separate port on the receiver. Also, I manually

assigned the slave channel for the elevator, which can also be done under the Wing

Type feature. This gave me two perfectly matched elevator servos one for each

elevator half.

When you use smoke, do you mix the smoke channel with the throttle, and if so

how?

I do use a mix. I often start by assigning the smoke to a specic channel via the

Device Select function. Then, I use a multi-point mix, assigned to the smoke pump

switch, and mix with the throttle as master. I assigned the smoke to slave. I can then

enter different values for various points so that as the throttle increases, the rate of

the smoke pump also increases. At idle, the smoke pump is essentially off, but asyou transition to full power, the smoke pump rate increases.

HigHligHts

■ 30-model memory

■ Airplane, helicopter and sailplanemenus

■ Backlit, high-resolution, 4-grayscale

display screen

■ Access to both Function and

System menus without turning

transmitter off

■ Assignable, back-mounted slider

levers

■ SD card slot for expanded memory

and future software updates

■ Rolling selector data input

Includes a veryimpressive list ofbells and whistlesthat can satisfyany serious pilot,pro or sport.






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and throttle servo output position (both

in numerical percent values,) three timers

options, and the battery voltage.The MyLST (My List) screen is a menu

where you can use to place your favorite

and most used functions for quick and easy

access. All System and Function menu items

are available. Assigning your menu choices

is very easy with the edit function. Simply

hit Edit and then chose the menu items you

want. When you’re done, hit OK and you’re

set. Again, a very user-friendly radio system.

A subtle but very useful feature is the RF

power light on the front top of the trans-

mitter. It’s used to monitor RF signal status

and when you turn on the radio it lights upblue to indicate RF is on and transmitting.

JR 11X System

red. This is useful while making program

changes at the ightline. Should you

switch the transmitter on and the throttle

stick is not in the down/off/idle position,an alarm sounds and the light turns green.

All in all, the 11X keeps you informed all

the time.

Bottom Line

If you’re in the market for a high-end, pro-

level transmitter that does indeed have

all the features you could ever want, the

JR 11X delivers and it does so with a very

reasonable price tag. We were so impressed

with the 11X that we featured it in our new

Advanced Aerobatics Made Easy DVD paired

up with the Hangar 9 Beast biplane. Takea look at the 11X and see for yourself. You

won’t be disappointed!

The MyLST screenis a menu whereyou can use to

place your favoriteand most usedfunctions for quickand easy access.

When you go into the System menu where

you can select the model number and type,

etc., there is an RF on/off select screen.

Switch the option to off so the radio doesnot transmit a signal and the RF light turns

The 11X comes with the JR 921 2.4GHz

receiver.

The QSI screen supplements the main display screen.

Wing type is easily selected and depending on the type you use, it affects other

function options.

With the MyLST Edit screen, you can add several of your favorite functions to a single-

page menu.

MyLST is a great feature that’s found in the Function List.






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quantities considered. Estates are my specialty –

I charge 15% you get 85%. Bob Boumstein

P.O. Box 390805 Omaha, NE 68139; email:

[email protected] Send $1 to get my list. [03/11]

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ADVERTISER INDEX

MODEL AIRPLANE NEWS (USPS 533-470; ISSN 0026-7295) is published monthly by Air Age Inc., 88 Danbury Road, Wilton, CT 06897USA. Copyright 2011, all rights reserved. Periodicals postage permit paid at Wilton, CT and additional ofces. Canadian Post Publications MailAgreement No. 40008153.

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EDITORIAL: send correspondence to Editors, Model Airplane News , 88 Danbury Road, Wilton, CT 06897 USA. Email: [email protected]. Wewelcome all editorial submissions, but assume no responsibility for the loss or damage of unsolicited material. To authors, photographers andpeople featured in this magazine: all material s published in Model Airplane News become the exclusive property of Air Age Media Inc. unless priorarrangement is made in writing with the Publisher.

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2DogRC . ................................................. .102

A Main Hobbies . ................................. .18, 19

Academy of Model Aeronautics . .........58, 59

Aero-Model Inc. . ....................................... .55

AeroWorks . ............................................... .97

AirAgeStore.com . ................................... .100

Airborne Models . ...................................... .10

Airtronics . ................................................. .81

Alien Aircraft Corp. . .................................. .89

Assurance R/C . ........................................ .63

Batteries America . .................................. .107

Blade . ....................................................... .73

Bob Smith Industries . ......................... .47, 49

BP Hobbies . ............................................. .66

Castle Creations . ................................ .42, 43

Central Hobbies . ....................................... .85

Chief Aircraft . ...................................... .82, 83

Classieds . ............................................. .110

Cleveland Model & Supply . .....................113

Desert Aircraft . ........................................ .109

DU-BRO . .................................................. .29

Dymond . ................................................... .23

E-ite . ..................................................... .2, 7

ElectriFly . ............................................ .26, 67

ElectroDynamics . .................................... .113

EZ Balancer/Southwest Systems . ...........107

Flyzone . ................................................ .4, 17Force RC . ................................................. .11

Futaba . ....................................................... .5

Heli-Max . .................................................. .88

Hitec RCD . .................................................. .3

Hobby People . .................................... .30, 31

HobbyKing.com . ................................ .37, 75

HobbyPartz.com . ..................................... .99

Ikarus . ........................................... .39, 40, 41

JR . ...................................................... .13, 21

Kangke Industrial USA, Inc. . ....................110

KBDD, LLC . .............................................. .72

Landing Products . .................................. .111

Maxx Products Int’l, Inc. (MPI) . .................48

Megatech International . ............................ .51

Micro Fasteners . ..................................... .109

Miller R/C Products . ................................112

Model Airplane News EXPO . .....................84

Model Airplane News Members Only . .....111

Morgan Fuels . ........................................... .22

Multiplex . .................................................... .9

NitroPlanes.com . ...................................... .65

O.S. Engines . ............................................ .28

ParkZone . ................................................. .69

Phase 3 . .................................................... .25

Power-Line Hobby . ................................. .101

PowerMaster Fuels . .................................. .35

Precision Aerobatics . ................................ .16

RAm Radio Controlled Models . ...............102

RCA Models . .......................................... .102

RC-Lights . ............................................... 112

RC Zone . ................................................. .103

RTL Fasteners . ........................................ 112

Smart-Fly . ............................................... .113

Spektrum . ............................................... .115

Sullivan Products . ..................................... .15

The Wings Maker . ................................... .102

Thunder Power RC . .................................. .50

Thunder Tiger . ........................................ .116

Top Flite . ................................................... .27

Tower Hobbies . ..................57, 90, 91, 92, 93

Tru-Turn Precision Model Products . ..........68

VCS Hobbies . ......................................... .102 Vogelsang Aeroscale . ............................... .68

West Mountain Radio . ............................ .109

Windsor Propeller Co. . ........................... .109

Winged Shadow Systems . ......................111

Wingtote . .................................................. .89

XHeli.com . ............................................... ..74

Zap Glue . ........................................ .103, 107

Ziroli Plans . ............................................. .103

Zurich International . ................................ .113

This advertiser index is provided as a service to our

readers. Air Age is not responsible for errors in or

omissions of names or page numbers

STATEMENT OF OWNERSHIPStatement of Ownership, Management, and Circulation (Required by 39 U.S.C. 3685). 1. Title of Publication: MODEL AIRPLANE NEWS. 2.Publication no.: 533-470. 3. Date of Filing: November 15th , 2010. 4. Frequency of Issue: Monthly. 5. Number of issues Published Annually:12. 6. Annual Subscription Price: $38 7. Complete Mailing Address of Known Ofce of Publication: 88 Danbury Rd, Wilton, CT 06897-4423. 8. Complete Mailing Address of Headquarters or General Business Ofce of Publisher: Same. 9. Full Names and Complete Mailing

Address of Publisher, Editor, and Managing Editor: Publisher: Louis V. DeFrancesco, 88 Danbury Rd, Wilton, CT 06897-4423. Editor: DebraCleghorn, 88 Danbury Rd, Wilton, CT 06897-4423. Managing Editor: None. 10. Owners: Louis V. DeFrancesco and Yvonne M. DeFrancesco,88 Danbury Rd, Wilton, CT 06897-4423. 11. Known Bondholders, Mortgages, and Other Security Holders Owning or Holding 1 Percentor more of Total Amount of Bonds, Mortgages or Other Securities: None. 12. Does not apply. 13. Publication Name: MODEL AIRPLANENEWS. 14. Issue Date for Circulation Data Below: October 2010. 15. Extent and Nature of Circulation: Average Number of Copies EachIssue During Preceding 12 Months: A. Total Number of Copies (Net Press Run): 89,690. B. Paid and/or Requested Circulation. (1) Paid/ Requested Outside-County Mail Subscriptions Stated on Form 3541: 44,971 (2) 0 (3) Sales through dealers and carriers, street vendors andcounter Sales: 14,516 (4) 0. C. Total Paid and/or Requested Circulation: 59,487. D. Free Distribution by Mail, Samples, Complimentary andOther Free: (1) 883 (2) 0 (3) 0. (4) Free Distribution outside the Mail: 1,478. E. Total Free Distribution: 2,361. F. Total Distribution: 61,848. G.Copies Not Distributed 27,842. H. Total: 89,690. I. Percent Paid and/or Requested Circulation: 96.2%. Actual number of copies of singleissue Published Nearest to Filing Date. A. Total Number of Copies (Net Press Run): 86,190. B. Paid and/or Requested Circulation. (1) Paid/ Requested Outside-County Mail Subscriptions Stated on Form 3541: 43,330 (2) 0 (3) Sales through dealers and carriers, street vendorsand counter Sales: 14,904 (4) 0. C. Total Paid and/or Requested Circulation: 58,234. D. Free Distribution by Mail, Samples, Complimentaryand Other Free: (1) 430 (2) 0 (3) 0. (4) Free Distribution Outside the Mail: 1,720. E. Total Free Distribution: 2,150. F. Total Distribution: 60,384.

G. Copies Not Distributed 25,806. H. Total: 86,190. I. Percent Paid and/or Requested Circulation: 96.4%. This statement of ownership willbe printed in the March 2011 issue of this publication. I certify that the statements made by me above are correct and complete. YvonneDeFrancesco, Publisher.

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FINALAPPROACHBY DEBRA CLEGHORN

ON JANUARY 1, 1914, the St. Petersburg-

Tampa Airboat line began the world’s first

scheduled winged airline service, cutting a

nearly all-day trip into a 22-minute flight.To help celebrate the upcoming centennial,

Bob Walker (of Robart fame and a member

of the Florida Aviation Historical Society)

just finished building a 1 ⁄ 3-scale, 15-foot-span

static model of the Benoist [ben-WAH] Type

XIV, the world’s first airliner. But what’s a

static model doing in the water? Read on!

What was the most chal-

lenging part of this project?

Getting enough info to

draw a scale plan to workfrom. There are no plans or drawings of

the planes Tom Benoist built from 1912

to 1916. In 1980, a replica was built from

pictures and notes from the Smithsonian

Museum. A few sketches that were made

of the replica were a start, and measuring

the replica helped.

How did your fellow Society members

feel about your taking a museum dis-

play plane out for a float test?

They asked, “Do you have to put it in the

water?” I told them, “If it floats, great, but

if it doesn’t, then it wasn’t any good in thefirst place!” I was very happy with how the

model rested in the water; it looked just

like photos of the full-size. Now that it

has passed the float test, the static model

is going to the Fantasy of Flight and other

display venues around Florida to get ready

for the Centenary Celebration of the

World’s First Airline on January 1, 2014.

What’s next?

Now I’m really charged to build another

one—an RC version. Just like the display

model, I’ll build it with balsa, spruce, air-craft ply and ZAP adhesives,

but it will be powered by

an RCS 100 twin gas engine

and will use Hitec servos

and a Spektrum 2.4GHz

radio.

Is there anything you’d

like to add?

I’d like to thank Dean and

Cheryl Minton, owners of

Pinellas Comfort Systems,

for making a 800-square-foot workshop at their place of business

and my friends at Robart, plus Bill Barnes,

Bill Sampson and Joe Saitta.

EDITOR’S NOTE: Go to ModelAirplaneNews.

com for more photos of the Benoist, and stay

tuned for the full story on the RC version.

Bob Walker’s Benoist A 1/3-scale floating airliner gets wet!

The 15-foot-span static model of the Benoist takes a dip in

the water for a float test. That’s Nick Ziroli Sr., on the left, andbuilder Bob Walker (in orange) on the right.

The Benoist could carry the pilot and a single passenger on each

flight. Note the level of scale detail that Bob added to the model,including the engine mounted behind the cockpit. This model

will help to educate the public at the Fantasy of Flight aviation

museum.














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Model Airplane News 2011-03

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