95 YEARS OF INTEL & INSPIRATION March/April 2024 ModelAirplaneNews.com RE-COVER A WING FLY A COBRA ROLL DIY COMBAT FLIER WE SHOW YOU HOW FOAM BOARD DIY TIPS, FREE PLANS & MORE!
CONTENTS Volume 153 Number 2 March/April 2024 MODEL AIRPLANE NEWS (USPS 533-470; ISSN 0026-7295) is published bimonthly by Air Age, Inc., 57 Danbury Rd., Ste. 202,Wilton CT 06897 USA. Copyright 2024, allrightsreserved. Periodicals postage paid atWilton, CT, and additional PDLOLQJ RȣFHV &DQDGD 3RVW 3XEOLFDWLRQV0DLO $JUHHPHQW 1R fl SUBSCRIPTIONS: *R WR0RGHO$LUSODQH1HZVFRPRUGHU 86 ffiffi \U ff &DQDGD ffi LQFOXGLQJ *67 \U ff ,QWHUQDWLRQDO ffiffi \U $OO RUGHUVPXVW EH SUHSDLG LQ 86 IXQGVff 9LVD0& 'LVFRYHU DQG $P([ DQG 3D\3DO DFFHSWHG EDITORIAL: 6HQG FRUUHVSRQGHQFH WR (GLWRUV0RGHO $LUSODQH 1HZV 'DQEXU\ 5G 6WH :LOWRQ &7 flffi 86$ (PDLOffl0$1#DLUDJHFRP:HZHOFRPH DOO HGLWRULDO VXEPLVVLRQV EXW DVVXPH QR UHVSRQVLELOLW\ IRUWKH ORVV RU GDPDJH RI XQVROLFLWHGPDWHULDO 7R DXWKRUV SKRWRJUDSKHUV DQG SHRSOH IHDWXUHG LQ WKLVPDJD]LQHffl $OOPDWHULDOV SXEOLVKHG LQ0RGHO $LUSODQH 1HZV EHFRPH WKH H[FOXVLYH SURSHUW\ RI $LU $JH0HGLD ,QF XQOHVV SULRU DUUDQJHPHQWLVPDGH LQZULWLQJZLWK WKH 3XEOLVKHU ADVERTISING: Send advertisingmaterialsto Advertising Dept.,0RGHO $LUSODQH 1HZV, 57 Danbury Rd., Ste. 202,Wilton CT 06897 USA; 203-529-4604; DGYHUWLVLQJ#DLUDJHFRP CHANGE OF ADDRESS: 7R HQVXUH WKDW \RX GRQŜWPLVV DQ\ LVVXHVVHQG \RXU QHZDGGUHVVWR0RGHO $LUSODQH 1HZV 32 %R[ :LOWRQ &7 flffi 86$VL[ZHHNV EHIRUH \RXPRYH 3OHDVH LQFOXGH WKH DGGUHVVODEHO IURPD UHFHQWLVVXH RU SULQWWKH LQIRUPDWLRQ H[DFWO\ DVVKRZQ RQ WKH ODEHO )RUIDVWHUVHUYLFH HPDLOVHUYLFH#DLUDJHFRP POSTMASTER: 6HQG )RUPffi WR0RGHO $LUSODQH 1HZV 32 %R[ :LOWRQ &7 flffi 86$ PAGE 47 14 Gallery: Half-scale MC-15 Cri-Cri Dean Copeland’s incredibly detailed model ofthe ’70s homebuilt By Debra Cleghorn Feature: Top 10 Scale Jet Picks A jetfor every budget By the Model Airplane News crew 34 How To: Fly Turbine Jets From preflightto landing By Andrew Griffith 41 52 Construction: Sukhoi Su-26 This low-budget, high-fun aerobatis a fast build By Mark Sirianni 58 How To: Build from Foam Board It’s inexpensive, user-friendly, and easy to repair! By Tim McKay 28 How To: Re-Cover a Wing Attached control surfaces? No problem! By Lane Crabtree FEATURES DEPARTMENTS 04 Flight Plan 06 Pilot Projects 08 Hobby Hacks 64 66 Aerobatics Made Easy Hangar Talk ON THE COVER Henry Castellanos flies his 14-foot-long Skymaster F-14 forthe camera of Marvin Alvarez. Distributed by Chief Aircraft,this jetis featured in this month’s “Top 10 Scale Jet Picks.” 22 FMS/1500mm Maule PNP Versatile bush plane! By Andrew Griffith 47 TJIRC/Tempest 2.75m Sleek & sexy slope soarer By Ian Peckett FLIGHT REPORTS ON THE FLIGHTLINE 10 There’s Nothing Like Flying Combat! 12 Product Reviews: Hitec RDX2 800 & AD350
4 ModelAirplaneNews.com PLAN FLIGHT BY DEBRA CLEGHORN The first successfulradio-controlled airplane is widely considered to be the Big Guff, built and flown by twin brothers Walter and Bill Good in 1937. It had a wingspan of eightfeet, weighed eight and a half pounds, and was powered by a small gas engine. Lead-acid batteries provided the powerto the control surface actuators (pseudo servos), and the transmitter was so heavy thatthe electronics and batteries sat on the ground while a cable-connected control box was held by the pilot. This historic RC airplane now permanently resides in the Smithsonian Institution. If you’re a history buff, head to ModelAirplaneNews. com/BigGuff to check out “Walt and Bill Good: The Pioneers of Radio Control Aeromodeling.” The video is definitely worth the 25-minute watch. In the late 1930s,the Big Guff was without a doubt cutting-edge technology. Fastforward to this issue of Model Airplane News 85 years later, and we’re featuring scale RC jets powered by turbine engines that can reach speeds of over 200 mph. These advanced aircraft can be equipped with sensors to record every technical performance metric. It’s simply amazing how farthe hobby has come, and who knows whatthe RC technology oftomorrow will bring? Whateverthe future of RC will be, you can count on the crew at Model Airplane News to coverit! LOOKING BACK & LOOKING AHEAD When you’ve completed building your RC plane, send us a picture and a brief description for “Pilot Projects.” If your entry is featured in the magazine, you’ll win a free, one-year subscription to the Model Airplane News All-Access Membership, our website with exclusive content and the Model Airplane News archives. Send your entries to [email protected]. SHARE YOUR BUILD! Want more Model Airplane News? If haven’t already subscribed, be sure to join ourlist ofthousands of newsletter subscribers at ModelAirplaneNews.com. You’ll getthe latestin RC videos, how-tos, and news sent directly to yourinbox every week. SIGN UP FOR YOUR FREE NEWSLETTER PRINTEDINTHEUSA CUSTOMER SERVICE Order online: modelairplanenews.com/order Manage your account: modelairplanenews.com/cs Email us: [email protected] Call: (203) 529-4638 (8am to 6pm EST) EDITORIAL OFFICE 57DanburyRd., Ste. 202,Wilton,CT 06897USA Email [email protected] The Association of Magazine Media Th G e lo N b e a t l w M o e r d k i f a or RCX.com Reprints and Licensing ContactWright’s Media at [email protected] or (877) 652-5295. EDITORIAL Executive Editor DebraCleghorn | [email protected] Technical Editor AndrewGriffith | [email protected] CONTRIBUTORS MartinAlvarez,PJAsh,BrettBecker, LaneCrabtree, JohnDueck,JohnGlezellis,DavidHart, PalmerJohnson, ScottKruiz,David Lees,Jennifer Lively, Tony Lively, Tim McKay, Ian Peckett, MarkRittinger,David Scott, Patrick Sherman,Adam Strong, Pat Tritle,RichUravitch, FitzWalker,GerryYarrish,Nick ZiroliSr. PRODUCTION ProductionDirector David Pandy DESIGN Valpro Media Services DIGITAL MEDIA Web Producer HollyHansen VIDEO/PHOTOGRAPHY Photographer PeterHall Videographer Adam Lebenstein ADVERTISING IntegratedAccount Executives BenHalladay | 203.482.8093 | [email protected] BrianVargas | 203.939.9901| [email protected] CONSUMER MARKETING/PRODUCTION MastCirculationGroup, Inc. MARKETING & EVENTS MarketingAssistant EricaDriver Event Manager EmilDeFrancesco PUBLISHING Group Publishers LouisV.DeFrancesco Jr. Yvonne M.DeFrancesco FOLLOW US On Facebook: modelairplanenews Followus on Twitter: @modelairplane Instagram: instagram/modelairplanenews Visit us online: ModelAirplaneNews.com Comments may be sentto: [email protected] RC pioneers Walt and Bill Good with their “Big Guff,” circa 1937. 2023 Henry Castellanos’s 14-foot-long Skykmaster F-14 is equipped with twin turbine engines. (Photo by Andrew Griffith)
6 ModelAirplaneNews.com SEND IN YOUR PICTURES! Model Airplane News is your magazine, and we encourage reader participation. Email your high-resolution images to [email protected], with your contact information and details on your project. The sender of each featured project will receive a free one-year membership to the Model Airplane News Hangar website. PROJECTS PILOT SHOWCASING WHAT YOU BUILD & FLY | EMAIL ENTRIES TO: [email protected] TUCANO Tony Leigh, Little Whinging, England This “cartoon scale” Tucano, which the RAF uses as a primary trainer, was built by Tony from a West Wings kitthatis made in the UK. The Toucan spans 34 inches and uses a Speed 300 electric motor system. While originally designed for a 5-cell NiCd, Tony uses a 2S LiPo 600mAh LiPo and says it will fly “oh so slowly.” Tony found Model Airplane News while visiting one of ourfavorite old-time hobby shops, Graves RC in Orlando, Florida. MiG-29 FULCRUM William Jackson, Wooster, Ohio This MiG-29 started life out as a stock 1/9-scale Freewing model from Motion RC. After a few weeks in the workshop, the MiG emerged with working speed brakes, an operational drogue chute, and redesigned scale landing lights. William repainted the Fulcrum using Rustoleum products and included panel lines and rivet detail. The power system consists of a pair of 80mm EDF motors; a Spektrum IX-14 radio system provides control. FW-190 A3 Eduardo Roesch, Antigua, Guatemala Warbird lovers will like this Focke-Wulf 190 that Eduardo constructed from a House of Balsa kit. The fuselage is covered with epoxy glass and the wings are covered with Sig Koverall filled with dope. The model was painted using polyurethane automotive paint and a clear satin finish. The “Wulf” uses a flight stabilization system and is powered by an electric power system with a 1450-kv motor and 3-cell LiPo battery. The model weighs in at 29 ounces. We bet it looks great in the air! PILOT PROJECT OFTHE MONTH
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8 ModelAirplaneNews.com SEND IN YOUR IDEAS! We want your ideas for Hobby Hacks! This month’s winners will receive a free one-year membership to the Model Airplane News All-Access Membership Site. Send high-res digital images, your name and address, and a brief description to [email protected]. HELPFUL READER HINTS HOBBY HACKS FUEL-FILTER FIX If you aren’t paying attention, it’s easy to install fuel filters backward, so contaminants collect on the wrong side ofthe filter element and potentially clog the fuel line. If you reinstall a dirty filter backward, fuelrunning through it will actually carry dirt off the filter screen and into the carburetor! To avoid this, use a hobby knife to scribe an arrow on the aluminum casing to indicate the properfuel-flow direction. Kevin Baldwin, San Diego, California SPILL-PROOFEPOXYCUPS Nothing makes a bigger mess than a cup of epoxy that got knocked over and trust me, it’s easy to do. The solution is to make the base bigger so you can’t knock it over quite so easily. The Dollar Store cups many of us use fit perfectly inside a roll of vinyl electricaltape so wheneverI’m working with epoxy, I keep a roll handy to use as a base forthe cups. Bill Hickey, Naperville, Illinois WHEELCOLLAR MARKING There’s nothing good aboutlosing a wheel during a landing and having itroll down the runway. Here’s an easy fix. After you installthe wheel, installthe outer wheel collar buttighten itjust enough so that you can rotate it. This will leave a small mark on the axle. Remove the wheel collar and wheel and use a round file or hand grinderto make a flat spot on the axle. This flat spot will help keep the wheel collar setscrew seated so thatit won’t come loose. Reinstallthe wheel and wheel collar, making sure thatthe setscrew is aligned atthe flat spot, and tighten. Mike Johns, Anaheim, California
ON THE FLIGHTLINE R E V I E W S | P E R S O N A L I T I E S | G E A R | F U N S T U F F | N E W S THERE’S NOTHING LIKE FLYING COMBAT! BY JOHNNY PEARCE PHOTOS BY RON FAHRENBRUCH You may think that RC combat is a great deal of building work for literally seconds of flying to nearly complete destruction. That is correct, but the process of creating a combat flier and the adrenaline rush of flying combat are worth every second! My ideas are not always easy or inexpensive, but they are sometimes a lot of fun. The Alvin RC Club flies combattwice a week, but during the hot Texas summer we cut back to once a week. It’s a lot of fun, and so far, no hard feelings!
March/April 2024 11 At our field, it all started with a Nitroplanes foamie I bought called a “Ninjato.” I had flown it for a long time, allthe while gathering up damage and repairs until it was getting hard to fly, and I asked the other guys ifthey wanted to try some streamer combat. To my surprise, several were indeed willing to give it a try. Here is how it works at our field. We tie 3-foot strings attached to 20-foot lengths of crepe paperto the airplanes and try to cutthe opponent’s string or streamer. Cutting a string equals a kill (they have to land), and cutting the streamerjust a cut and they can still finish the match. The Ninjato didn’t lastlong, and soon I needed another airplane. I dug out a Depron foam airplane I had bought at a swap meet. It was very light and flew quite nicely although it wasn’t fast at all. Itook a couple of sheets of Dollar Tree foam board and drew out a similar airplane to the one I had, cut and glued ittogether, and the result was a good-flying combat airplane forjust a few dollars in foam. The design could even survive a midair mishap with a little glue and tape! I use the same color scheme on all my planes so I have a better shot at finding my airplane up there with 7 or 8 others. At first all airplanes were welcome, and it’s still like thatin our open class we call “Heavy.” That way any size ortype of airplane can join in. We then decided to try and limitthe size and speed to try and attract more pilots, so we added another class that uses 2212 size motors (some use can size 2830) and 3-cell batteries. When we started,the combat fights were pretty slow, and we found it was difficultto fly in the wind. In time, we learned how to getthe performance we wanted. Now after several years, we have about seven or eight pilots at every fight, and the light airplanes are plenty fast and handle most any wind we have here in Alvin, Texas. We built our first combat airplanes entirely from foam board exceptforthe plywood motor mounts. We tried all sorts of foam board, from cheap Dollar Tree Redi-Board to more expensive and more durable brands like Elmer’s and the foam board sold at Hobby Lobby. We wentto larger motors and 4-cell batteries on our heavy airplanes with varying results. As time went by, our airplanes became better performers with better designs and innovation like carbon-fiber spars and 3D-printed parts. The airplanes have also evolved, with many using carbon-fiber wing spars and fuselage braces with 3D-printed fuselage parts mixed in with foam board and balsa. Pictures are worth a thousand words, so I’ve included pictures ofthe different airplanes and designs. (Thanks to Ron Fahrenbruch for his help with the photos!) As with most airplanes,the performance depends to a great extent on the weight. As ofthis writing,the light class airplanes weigh a little over 16 ounces, including a 3S 1500mAh battery, with heavy class airplanes going from 11/2 pounds to as much as 3 pounds. I hope this inspires you and your club to start flying combat. It’s a great way to keep your designing, building, and piloting skills sharp. For a template you can use to build your own combat flier, head to ModelAirplaneNews.com/ combat. Happy fighting! Here I am with a John Hall design combat fighter. It’s pretty much old school balsa motor mount with a foam wing. The fuse is a 5 mm carbon-fiber square tube. This airplane is light and very quick, easy on the battery and is a great performer. Ron Fahrenbruch came up with this design with a 3D-printed nose and fittings on a fuse made from balsa, basswood, and a double foam top. It works well with a 2212 or 2835 motor and 4S 2200mAh LiPo. Here is the fuse assembled and ready for glue. The wing (not shown) is foam board with a 1/4 inch spar. Some beef up the leading edge with a 1/4-in. dowel so midairs are a bit more survivable. This is the template setI made from the original plane purchased at a swap meet. Coloris added with 2-inch tape although some use paint.
12 ModelAirplaneNews.com ON THE FLIGHTLINE PRODUCT REVIEWS Hitec RDX2 800 & AD350 Anyone flying a variety of aircraft needs to have a good charger on hand that can handle a variety of battery chemistries and cell counts. Also, you want a chargerthat pushes enough watts to charge large packs in a timely manner, unless you wantto spend your precious time atthe field waiting on batteries to finish charging! Enterthe Hitec RDX2 800 ($169.99) multi-chemistry charger dual-channel charger. The RDX2 800 is chock-full of features that enable maximum flexibility. It willtake either a standard 110-volt AC input or a 12- to 24-volt DC input and includes the proper cables for both. Plug itinto the wall or, for even more punch, connectitto a dedicated DC power supply. This is greatfor fields that have 12-volt battery power stations that are charged by solar panels orfacilities that provide 12-volt server power supplies. This small powerhouse will charge up to 6S LiPo batteries at 200 watts on AC power on a single port with “Smart Power Distribution,” meaning it will divide the power between the ports as needed. On DC power,the maximum is 400 watts per port but a whopping 800 watts at 35 amps in parallel! It will also charge lithium ion, LiFe, NiCd, NiMH, and even the new HV LiPo batteries. Like I said, it’s flexible! Battery fuel level, charge current, mAh consumed are all shown on the screen while the charging cycle is in progress. The scroll wheel doubles as a push button and is very easy to use to navigate the menus.
March/April 2024 13 The charger output consists of a pair of XT60 connectors along with a matching pair of 2S to 6S balance connectors. An additional charge cable is included to connect both ports in parallelto allow charging from 20 to 35 amps. Aside from allthe functionality that we expectfrom our chargers,the RDX2 800 offers integrated Bluetooth technology along with Google Play App Store software called Hitec Link Power-X. I’m all about playing with tech so I figured it was neatto start my chargerfrom my phone, but after having the charger atthe field for a weekend Irealized it’s so much more. I can set one ortwo batteries to charge, go about my business, and get a push alert on my phone when a battery is done charging! If I’m out on the flightline in a noisy environment where I can’t hearthe beeps or when there’s a bunch of people charging, I don’t have to check my charger every time I hear a beep. Cool stuff! There’s a quick-start guide included, and a full PDF manual is available for download online but unless you wantto get deep into the weeds,the RDX2 800 took me about 2 minutes oftinkering to figure out how to charge, storagecharge, or discharge my LiPo batteries. Also despite the high charge currents the chargeris capable of, it’s very quiet, so I can charge batteries in hotelrooms and still hearthe television. The RDX2 800 will be a regular addition to my pack out when heading to the flying field. As a bonus,the provided USB interface outlet can be used to recharge my phone if it dies at the field! AD350 ANALYZER & DISCHARGER In addition to the RDX2 800, I also received an AD350 Analyzer and Discharger($129.99). This cooltool connects to the RDX2 800 orthe RDX2 1000 battery chargers and makes for an extremely powerful combination. When coupled with the Charge Manager software available from Hitec, you have a goldmine of information available at your fingertips. The RDX2 800 has a USB interface that will connectto a computerrunning the Charge Manager software. From there you can not only controlthe charger but use the AD350 to discharge and cycle LiPo and nickel batteries. The software will plot a discharge curve, store settings, and allow you to analyze and compare results. This data willtell you when your packs are degrading overtime and when its time to replace a battery versus replacing an entire airframe because you were flying it with a bad battery and were unaware. While the RDX chargers will discharge batteries,the AD350 can safely dissipate much higher currentloads of 350 watts (up to a whopping 40 amps) and includes temperature overprotection and an automatic fan. By comparison,the charger alone can only discharge at10 watts, so discharging packs to test orto storage voltage is a magnitude faster. Don’tlet allthe geek talk deter you: An example ofthe discharge curve generated by the AD350 cycler as shown on the Hitec phone app. both the charger and discharger work perfectly well without being connected to a phone or PC. The chargeris easy and intuitive to use, and even if you don’t make use ofthe computer interface,the AD350 still allows you to discharge or cycle batteries quickly. —Andrew Griffith hitecrcd.com Screen shot ofthe Hitec app on my smart phone, shown is the charging cycle. It also sends a handy push alert when the charge or whateverfunction you are running is completed.
GALLERY BY DEBRA CLEGHORN PHOTOS BY DAVID HART (CAPTUREDFROMTHEHART.COM) & DEAN COPELAND HALF-SCALE MC-15 CRI-CRI Dean Copeland’s incredibly detailed model ofthe ’70s homebuilt
Dean Copeland poses with his 1/2-scale MC-15 Cri-Cri.
16 ModelAirplaneNews.com GALLERY: HALF-SCALE MC-15 CRI-CRI Afavorite at scale events, Dean Copeland’s MC-15 Cri-Cri is a 50% scale version ofthe world’s smallest man-carrying,twin-engine aircraft. Designed in the early ’70s,the full-scale Cri-Cri’s engines are close to its centerline, so if one goes outthe aircraftjust makes a gentle turn. Dean built his electricpowered model after scaling down full-size plans, so his version is an exactreplica of its bigger brother. The unusual model has a detailed, functional cockpit, so it’s as interesting to look at on the flightline as itis when it’s airborne. In this interview, Dean shares more about his journey in RC building,talks about whatinspired his CriCri project, and provides insight on its special features. Model Airplane News: How did you get started in radio control and building scale airplanes? Dean Copeland: I have been building models of different subjects since I was about seven years old. I started flying RC at nineteen years old. I flew pattern, and got into scale in my late thirties. I have numerous RC aircraft hobbies, including props, jets, scale, and sport. MAN: How long have you been competing in scale events? DC: I started flying scale competition in 1972 and entered my first Nats in 1979. I entered again in 1982 and placed third in giant scale. That got me invited to the Scale Masters in Orange County, California, where I placed sixth out ofthe 50 that were invited. My favorite accomplishmentis being invited to Top Gun forthe last12 years. Atthe 2012 Top Gun, my Cri-Crireceived the People’s Choice runner up award along with the Outstanding Craftsmanship award. 1. Nose cone and steering servo mount. 2. Rudder and elevator servos. 3. The aluminum canopy frame. 4. Tuned pipes made from balsa. 5. Steering servo mounted. 6. Aluminum fairing between the fuselage and nacelle. 1 2 3 5 4 6
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18 ModelAirplaneNews.com MAN: Why did you choose to design an RC Cri-Cri? DC: I acquired a complete set of plans forthe full-size Cri-Cri and with thatfeltI could build a truly scale model. The actual paint scheme on the model is from a Cri-Cri located in France. The designer, Michael Columban, was also from France. I built the model in four months and have spent some more time rebuilding after minor crashes. MAN: What power and radio system do you use for your 96.5-inch-span model? DC: Poweris electric using two Axi 4120-18 motors with two 6S 6500mAh LiPos in parallel. That provides a total 13,000mAh of power and 22 volts. I fly with a Futaba 18MZ; it’s my favorite Futaba product. MAN: Whattype of construction did you use to create the Cri-Cri? DC: Formers and ribs are combination of plywood and balsa. The entire plane skin is .015 G-10 fiberglass sheet. There is no balsa sheeting overthe formers orribs, just G-10. 7. Cabin air, aluminum exhaust discharge. 8. Cabin air, aluminum intake (underside) is adjustable. 9. The fuselage was builtin a curved support perthe full-size drawing. 10. Motor mounted in the nacelle withoutthe dummy engine. 11. Nose cone and nacelles mounted. 7 8 9 10 11
20 ModelAirplaneNews.com GALLERY: HALF-SCALE MC-15 CRI-CRI The two pylon-mounted JPX PUL 212 15-horsepower engines are a prominent feature of the MC-15 Cri-Cri. To replicate them, Dean scratch-built dummy engines from balsa discs and added the replica ignition systems and details. DUMMY ENGINES 12. The basic wing construction is all balsa and hardwood. 13. Landing gear mounts on underside. 14. Nose gearjigs for welding the chromoly tube. 15. Dummy engines fabricated and mounted on the nacelle cover. 16. Control stick and trim leverfrom 1/6-inch alumimum pertemplates on full-size drawing. Completed engines ready to mount on nacelles. Fitting of dummy engines at nacelle. Completed engine and nacelle. 12 15 16 13 14
March/April 2024 21 MAN: Tell us about your model’s scale details. DC: My model has actual1/16- inch rivets, and all ofthe formers are scale and in the exact scale location. I fabricated all ofthe parts from the actual drawings. The cockpitis fully detailed, and everything in the cockpit functions. All ofthe controls move, and the seatbelt buckles to hold in a 34-inch-tall pilot figure. MAN: How does it fly? DC: The plane is quite stable and very predictable once it has been set up. I just fly basic maneuvers, even though the fullsize is capable of most aerobatic maneuvers. MAN: Would you fly in a full-scale Cri-Cri if given the opportunity? DC: Being thatitis a single place aircraft and thatI never did finish my flying lessons or solo, I would not, even with allthe hours I have logged. MAN: Thank you for yourtime, Dean. We all look forward to seeing you and your Cri-Cri on the flightline again soon! Installation of electronics. Completed model in Vanessa Rig for weight and balance checks. The clear bubble canopy of the MC-15 Cri-Cri shows its cockpit from every angle, and Dean didn’t let that view go to waste! His model’s cockpit is a work of art, with all details created from scratch. The throttle, levers, and pedals are even moveable! COCKPIT DETAILS Initial fitting of cockpit details. Completed cockpit.
REPORT FLIGHT BY ANDREW GRIFFITH PHOTOS BY JENNIFER LIVELY Versatile bush plane! 1500MM MAULE PNP FMS
March/April 2024 23 The Maule M7 is builtfor Short Takeoff and Landing (STOL) and can be equipped with large, bush-style wheels for flying from rough landing strips or with the included floats for water operations. The big Lycoming engine and large flaps means it can be airborne quickly and land slowly. The Maule is constructed of injection-molded EPO foam and includes everything you need to get in the air exceptfor a 3S LiPo flight battery and a receiverfor yourradio system of choice. Both the bush tire style landing gear and the float kit are included along with a detailed printed instruction manual. Construction also includes plastic pieces where additional strength is warranted or where screws attach. The Maule lends itselfto intermediate pilots but can be assembled by anyone who can follow directions. The included Reflex 2 gyro system makes it easier to fly, butitis still a high-performance, tail-dragger style model, so it’s not a primary trainer hence the intermediate pilotrecommendation. UNIQUE FEATURES The Maule arrived in typical FMS fashion,thatis, well-protected and encased in a modularfoam shipping container and double-boxed. Ittook a little while to carefully extricate allthe parts and lay them out on my workbench. As is my habit when assembling foam planes, I cover my table with a nice cushy beach towel (bath towel will suffice)to protect the foam and paintfrom hangarrash during assembly. The Maule can be assembled with an M2 hex driver and a small Phillips or JIS screwdriver. I used JIS as most kits coming from that part of world use JIS ratherthan true Phillips hardware, and the screwdriver seated perfectly. All the required hardware is included, and a couple of spare bolts are thrown in for good measure. There is no gluing required; allthe scale detail parts are either glued in place atthe factory or snap and lock into place. The power system is also installed and wired. The speed control is AT A GLANCE Model: 1500mm Maule PNP Manufacturer: FMS (fmshobby.com) Wingspan: 59 in. Pilot skill level: Intermediate Time to assemble: 40 min. Power req’d: 3S 2200mAh LiPo Radio req’d: 5-channel min. Price: $299.99
24 ModelAirplaneNews.com H IT S + Top mounted hatch for easy battery access + Lots of molded in detail and scale accessories + Clear canopy and window with pilot figure and instrument panel + Includes a float kit with servo-operated water rudder MI S S - Alignment issue with wing bolts FLIGHT REPORT: FMS 1500MM MAULE PNP Simple Z-bend and clevis control linkages are supplied for allthe control surfaces. The big flaps give the Maule its STOL performance. The model includes many scale details like the fuel caps and antennas shown. equipped with an XT-60 style connector and there’s hook-andloop tape provided in the battery compartmentto secure your flight battery. A 2-blade 11 x 7 propelleris spun by a 1050kv brushless motorthat is fed by a 40-amp Predator speed controlthatincludes an integrated BEC that powers the receiver via the throttle lead. A top-mounted hatch with a spring-loaded latch provides easy access to the battery compartment and a 2S 2200mAh battery centered underthe provided battery strap lands the center of gravity rightin the middle ofthe factory suggested range. Little was required during the radio system setup. There were only two areas where I gave the Maule any specialtreatment otherthan the usual expo setup. The firstis thatI used the flight mode feature of my radio to controlthe flaps. That gives me the ability to setthe elevatortrim in each flight mode and thus trim the elevator on the fly. Experience with such models with high-lift high-wings tells me thatit will need quite a bit of down-trim with full flap deployment. I also slowed the flap travel down to 3 seconds. The other change I made was instead of using the provided Y-harness to connectthe waterrudderto the floats, I set aside a channel on my receiverto plug in the waterrudder. This allowed me to use a mix controlled by a switch to turn the waterrudder on and off. When off it’s centered, and I can trim it separately so thatthe Maule taxis straightin the water. The reason is thatthe waterrudder becomes overly effective at speed and can cause problems during takeoff and landing if you have anything but a lighttouch on the rudder, so I only use it until Iturn into the wind fortakeoff or afterit slows down afterlanding to taxi back. BOTTOM LINE The Maule can be assembled quickly and easily. The only issue I had was when initially installing the wings was getting them fully seated so thatthe four wing bolts lined up and threaded in. Depending on the size of yourtransport vehicle you may never need to remove the wings, but with each subsequent assembly it went together easier and after aboutfour times was not an issue. Ittook about 45 minutes to fully prepare the Maule Ready forthe maiden! Ithoughtthe light blue might not show well against a blue sky butit has good contrast and looks greatin the air.
March/April 2024 25 forits maiden flight and another15 to assemble the floats. Switching between them takes just a few minutes. IN THE AIR If you transportthe Maule with the wings off,then there are three bolts and three servo connections (aileron, flap, lights) per side to remove orinstall the wings. The whip antennas on top ofthe wing snap into place and can be removed fortransport and storage. The top-mounted hatch makes for easy battery access and an additional hatch on the belly allows access to the radio compartment containing the receiver, Reflex gyro, and associated wiring. The Maule will operate from just about any surface with enough room to fly. Grass, dirt fields, paved runways … it doesn’t matter with the nice bush wheels and abundance of power. Takeoff without flaps requires less than 50 feet ofrunway and full-flap; full-powertakeoffs require just a few feet on our paved runway. I giggled when doing these full-flap short field takeoffs,the Maule jumps off the runway like a homesick angel. Landings with the Maule lack both excitement and drama, itjusttouches down on the mains and rolls to a stop. When the flaps are fully deployed the Maule is slow and stable and requires a little bit of powerto maintain headway due to the large flaps. You need to carry the powerto touchdown on the main wheels, chop power early and she will bounce. Stability: Even in light winds,the Reflex gyro-equipped Maul Is quite stable. The large high-lift wing, big fin, and huge horizontal stabilizer help here as well. Inverted flightrequires a lot of down elevator due to the flat-bottom airfoil butis otherwise the same as upright. Tracking: The Maule tracks well and the Reflex gyro helps maintain lines The large bush-style wheels means the Maule can operate from just about any suitable landing strip, including grass. A fiberglass wing tube supports the main wings. The aileron, flap and lighting connectors all include safety clips to keep them from coming loose. A hole is provided to route the waterrudder servo lead when the floats are installed.
26 ModelAirplaneNews.com FLIGHT REPORT: FMS 1500MM MAULE PNP through maneuvers. The big stab and vertical fin surfaces come in to play to keep things going where you pointit. Aerobatics: Lots of power means the Maule with do huge ortight loops. Rolls aren’t axial butthis is whatI expected from a high-wing design. Stalls turns are great as the big rudder has plenty of authority. It does nice cross-controlled flat turns without snapping out. Glide and Stall Performance: With the flaps up the Maule will float nicely. Stalls are straight ahead, and ittends to mush versus a violent stall break and there was no dropping of a wing. Recovery is accomplished by adding power and flying off. PILOT DEBRIEFING The Maule is a ton of fun to fly doing whatit does best and that is shorttakeoffs and landings and close-in aerobatics. Splashand-go landings are fun atthe lake—especially at dusk with the functional landing and navigation lights. GEAR USED Radio: PowerBox Core with PBR-9D 2.4Ghz receiver (powerbox-americas.com) Motor: 1050kv inrunner motor w/ 40A speed control (installed) Battery: 3S 2200mAh LiPo Prop: 11 x 7 2-blade (included) Crystal clear windows and a pilot figure are included in the cabin as well as a printed instrument panel. Ittakes only a few minutes to swap between landing gear and floats.
28 ModelAirplaneNews.com HOW TO TEXT & PHOTOS BY LANE CRABTREE After a crash,this Top Flite Fw 190 got a new covering scheme and is seen here on its remaiden flight. (Photo by Bob Score/ whiskeyhollowmedia.com) RE-COVER A WING Attached control surfaces? No problem! Sometimes you find yourself with a wing that you’ve rebuilt due to a crash or just want a color change, but the control surfaces are still intact and hinged. Most RC folks will just fuhgeddaboudit! But maybe this article can help save a wing with a successful re-covering.
March/April 2024 29 Your wing may look something like mine, from a Top Flite Fw 190 ARF. The engine quit soon aftertakeoff (likely to carburetor problems) and although I gotit back to the field,the electric retracts were slow as Christmas in coming up! AfterIran out of ideas, altitude, and airspeed, she hitthe hay field and dragged the partially retracted right gear, causing the left half ofthe wing to take the most damage. 1. About allthat’s holding the wing togetheris ironon covering! 2. The top left side is a shambles. Missing the wing tip,too! 3. Of course, strip off allthe old covering and do the required repairs. This is how she looked after about a month’s labor! This is the same top left side shown previously! 4. You will need some covering irons. These are the ones I use but several other brand/styles are available. Note, no heat gun is shown! It’s best to not use one. And that goes for any type of covering applications. It’s justtoo easy to burn the covering. The problem here, of course, is having to coverthe control surfaces that are still hinged to the wing and tail. Removing the ailerons/flaps/elevators/rudder/ hinges is a job you do not wantto do as it makes the mess you already have even bigger mess. Stay with it as she sits and begin covering, in this example,the flaps. Flaps are solid balsa and are a bit easierthan the ailerons, so it’s a good place to start. You can do this with a regular covering iron and a trim iron. This gets tedious, butlike all covering jobs,take each piece of covering like it’s a separate project, and don’ttry to rush itjustto getit done. 1 2 3 4
30 ModelAirplaneNews.com HOWTO: RE-COVERA WING 5. Measure a piece of covering a bitlonger and widerthan the flap. Lay it on the flap and make light marks below the hinges in pencil, so you can erase them later. 6. Make cuts forthe hinges as shown. Make them deep enough to have the covering go pastthe edge ofthe flap as you wantto turn that excess covering 90 degrees down and into the gap. 7. Overall view before ironing. After you get the basic flap covered, you can overlap the covering 90 degrees to the left/right forward/aft ends ofthe flap, ironing as you go. Carefully trim the excess. 8. A little bitrough-looking here, butthe covering has been ironed on and 90 degrees down into the forward edge of the flap as well as the otherthree sides. You will have to open and close the flap to getto thatforward edge with yourtrim iron, butitis doable. Iron the covering on across the flap, don’t heat-shrink. Use the same heat setting as you have been using; there’s no need to increase the heat. 5 6 7 8
March/April 2024 31 9. The flap is covered and doesn’tlook too awful! Ha! Remember,this is a split flap and only seen from the bottom, so it’s a good place to start. 10. The flap is open and you can see how the overlap of covering is ironed to the inside. It’s importantto ensure the fabric is well-ironed (not shrunk)to the balsa. 11. Next move on to preparing the main surface to be covered by doing aboutthe same thing you just did with the flap, exceptfrom the adjacent side. Make the same pencil marks and cut deep enough to go 90 degrees down, as you did forthe flap. You make this piece so the wing covering has a solid grip to adhere to. This strip is usually about1-inch wide. 12. And here the strip is ironed down. Now, you could just skip this step and coverthe surface ofthe wing. But you need to give the top covering an anchorto start with. This is my “secret” step to having a long-lasting covering that will not pull apart. When the covering is ironed on to the previous layer, you have a very solid foundation to build on. 9 10 11 12
32 ModelAirplaneNews.com HOWTO: RE-COVERA WING 13. Be sure to iron the strip to the inside ofthe flap opening. Again, use yourtrim iron here. 14. Next, move to the ailerons. They’re a bit more work than the flaps, butit’s very importantto get allthe pieces cut and ironed on securely. Cut a strip forthe vertical wall and pencil in forthe cuts. With yourtrim iron, carefully iron the strip in place, and you will have to deflectthe aileron down allthe way to getin there. Add the strip forthe beveled front side ofthe aileron. When those pieces are in place, cut a piece of covering big enough to coverthe aileron itself with extra material in both width and length. Note, after you have covered the aileron, do nottry to shrink the covering tight, otherwise you can warp the aileron! Waittill you coverthe opposite side and then you can carefully shrink it, one side at a time, going back and forth to both sides. But go easy on it. Use the covering iron for all your shrink work as the heat gun is much too hot and you can warp the aileron, distortthe covering, and ruin several hours of work in no time. 15. After you’ve finished allthe detail covering ofthe flaps and ailerons,then the fun starts by covering the top/bottom ofthe wing. On a big wing like that ofthe 85-inch Fw 190, you may wantto plan your covering cuts to waste as little as possible as it’s getting pretty expensive these days. And it’s really easierif you do nottry to coverthe entire half side with one piece! Here the bottom left side ofthe wing is covered in several pieces and the servos and retracts have been reinstalled. Of course, I used all white Oratex to mimic the Fw 190 winter camo scheme, but any color or brand of covering can be used in the same way as discussed here. If you wantto try to have the top side as big a piece as is practical for a betterlook, use smaller pieces on the bottom side. But as I mentioned, covering a large wing half in one piece can be very tricky. You can see the jointlines where the covering pieces meet. This is due to the transparency ofthe white covering. Darker colors will not be as noticeable. 13 14 15
March/April 2024 33 16. Forthe fuselage sides, I did use one long piece of covering as joints on the sides ofthe fuselage show up more than the wings. And since the fuselage sides are almost flat, you don’t have the tricky compound curves to deal with like you find on the wing tips. As with the wings, be sure to start covering the fuselage from the aft end and move forward. 17. Here’s the wing and fuselage covered and assembled together. Even though I used smaller pieces on the top ofthe wing,the lines of the joints do not show up enough to detractfrom the scale appearance. 18. Several parts are in primer: cowl, hatch, gear doors, etc. I still need to have the covering computer-matched to white house paint. Most stores like Home Depot and Lowe’s have excellent paint centers that will computermatch the paint. 19. The finished rebuild of the Fw 190,ready for takeoff. 16 17 18 19
34 ModelAirplaneNews.com FEATURE BY THE MODEL AIRPLANE NEWS CREW TOP 10 SCALE JET PICKS A jetfor every budget Jets are cool! They’re fast, maneuverable, and look as good on the flightline as they do in the air. Like their full-size counterparts, they’re also more technical and require advanced building and piloting skills. Whether you’re interested in sport flying or serious scale competition, there are several RC jets out there that will suit your needs. For this article, we chose 10 jets for modelers interested in switching over to the fast lane. If you have a need for speed, read on! Our top picks range from smaller, electric-powered, EPO foam models to giant, fire-breathing, turbine-powered fiberglass models. There’s something on this list for everyone! USAF PHOTO BY MASTER SGT. WILLIAM GREER
SPECS FMS 80mm F-86 Sabre PNP Length: 46 in. Power req’d: 6S 4000mAh LiPo $500 | fmshobby.com The F-86 Sabre, a classic American fighterjet, made its mark during the Korean War as an iconic adversary to the Soviet MiG15. Designed by North American Aviation, its swept-wing design, speed, and agility defined air combat of its era. The F-86 remains a symbol of Cold War aviation prowess. The FMS 80mm F-86 is a molded EPO foam modelthat’s incredibly easy to assemble—no glue required! It comes with a powerful 80mm EDF power system and with eight metal-gear servos installed. Available in the Sky Blazers scheme (shown here) and “The Huff,” both versions have scale details galore, including retractable landing gear and functional air brakes. NORTHAMERICAN AVIATION F-86SABRE The Rafale, a masterpiece crafted by Dassault Aviation, embodies the pinnacle of modern fightertechnology. Renowned forits versatility,this French multirole fighter excels in air superiority, ground attack, and reconnaissance missions. With advanced avionics and a sleek design,the Rafale stands as a symbol of cutting-edge excellence in military aviation. With its installed 64mm 11-blade fan with 2840 brushless motor and 40-amp speed control,the FMS Rafale flies like its bigger brother with realistic speed and sound. It can be assembled in less time than ittakes to charge the battery—drop in yourreceiver and it’s ready to go! We especially like its NATO Tiger Meet scheme. DASSAULTRAFALE SPECS FMS EDF Jet 64mm Rafale w/Reflex V2 PNP Length: 42 in. Power req’d: 4S 2200mAh LiPo $200 | fmshobby.com PHOTO COURTESY FMS HOBBY PHOTO BY ANDREW GRIFFITH
SPECS Skymaster ARF Plus XXL F-14 Tomcat Length: 136 in. Power req’d: two 180 to 200N turbines $5,995 (gel coat) | chiefaircraft.com The F-14 Tomcat earns its cool factor with its iconic swing-wing design, catapulting into fame as a supersonic fleet defender. A product of Grumman’s innovation,this versatile fighterjet boasts radar superiority and air-to-air capabilities, showcasing its prowess as a formidable presence in naval aviation history. The Skymaster ARF Plus XXL F-14 Tomcat does justice to its full-scale counterpart, with leading edge slats, flaps, spoilers, speed brakes, and a wing-sweep mechanism. Itis available in gel coat, primer, and in a variety of schemes. In the air, itis a smooth, stable flier. GRUMMAN F-14TOMCAT SPECS E-flite F-16 Falcon 80mm Smart BNF Basic w/SAFE Select Length: 57.08 in. Power req’d: 6S 4000 to 7000mAh 30+C LiPo $600 | e-fliterc.com The F-16, or Fighting Falcon, stands out among modern fighterjets forits versatility and stellar performance. Developed by General Dynamics (now Lockheed Martin), it has been a cornerstone of airforces worldwide since its 1974 debut. Its agility, advanced avionics, and continuous upgrades make it a symbol of military aviation excellence. The E-flite F-16 is a beautifully detailed EPO foam modelthatfeatures full flying stabilizers, a factory installed power and radio system (including metal-gear servos), and even sequenced landing gear doors. LED navigation and landing lights complete its scale appearance. In the air, its AS3X-equipped receiver and optional SAFE Select deliver outstanding performance. GENERALDYNAMICSF-16FIGHTINGFALCON PHOTO BY ANDREW GRIFFITH PHOTO COURTESY E-FLITE
SPECS CARF-Models MiG-15 Length: 75 in. Power req’d: 80 to 140N turbine $2,820 | carf-models.com The MiG-15, a Soviet marvel, achieved prominence during the Korean War as a high-performance jet. Designed by Mikoyan-Gurevich, it outpaced contemporary adversaries with its swept-wing design and advanced technology. The MiG-15’s agility and combat prowess cemented its status as a significant playerin the early jet age. A longtime favorite on the RC jet scene,the CARF-Models MiG-15 has been upgraded forimproved handling and performance, while key reinforcements enhance durability. This all-fiberglass, super-scale jet comes in “Russian silver” and ready for your scale scheme of choice. In the air,the MiG has impressive flight capabilities. MIKOYAN-GUREVICH MIG-15 SPECS Wind RC MB-339 Length: 72.8 in. Power req’d: 60 to 110N turbines $2,950 | chiefaircraft.com An Italian jettrainer,the MB-339 captivates with its sleek design and nimble performance. Manufactured by Aermacchi, its aerobatic prowess and advanced avionics make it a standoutin its class. Whethertraining pilots or dazzling crowds with aerial displays,the MB-339 exemplifies versatility and precision. The Wind RC MB-339 turbine jetincludes factory-installed electric landing gear,thrust pipe,10 servos, navigation lights, and drop tanks. The molded fiberglass fuselage comes fully painted, and a detailed scale cockpitis the finishing touch. In the air,this jet flies like it’s on rails with precision control. AERMACCHI MB-339 PHOTO COURTESY WIND RC PHOTOBY ANDREW GRIFFITH
SPECS FMS A-10 Thunderbolt II 70mm EDF PNP V2 Length: 53.9 in. Power req’d: 6S 5000mAh LiPo $650 | fmshobby.com The F-15, a formidable creation by McDonnell Douglas (now Boeing), stands as an iconic air superiority fighter. Introduced in 1976,this twin-engine marvel is celebrated forits exceptional speed, agility, and combat capabilities. The F-15’s legacy as a dominantforce in the skies highlights its enduring significance in military aviation. One ofthe easiest high-performance RC jets to fly,the EPO foam E-flite F-15 has AS3X flight stabilization and optional SAFE Select capability. Its 11-blade fan delivers fantastic speed,thrust, and a turbine-like sound, and bolt-on wings, installed servos, and optional fixed landing gear make assembly easy. Easy to assemble and easy to fly make it a standout pick! MCDONNELLDOUGLASF-15 The A-10 ThunderboltII, affectionately known as the “Warthog,” is a specialized ground-attack aircraft designed for close air support. Built by Fairchild Republic, it’s revered forits tank-busting capabilities, durability, and a distinctive Gatling gun. The A-10’s rugged design and dedicated role make it an indispensable assetforthe U.S. Air Force. The molded EPO FMS A-10 looks and flies justlike the full-size, making it a favorite amongst RC pilots and spectators. It has realistic panel lines,rivets,removable bombs and rockets, and even a shock-absorbing CNC landing gear. Its screwtogether assembly and factory-installed power and radio system means you’ll on the flightline in no time. FAIRCHILDREPUBLIC A-10THUNDERBOLTII SPECS E-flite F-15 Eagle 64mm EDF BNF w/ AS3X & SAFE Select Length: 38.6 in. Power req’d: 4S 2200 to 2600mAh LiPo $250 | chiefaircraft.com PHOTO COURTESY E-FLITE PHOTO COURTESY FMS HOBBY
SPECS HSD Jets T-33 Foam Turbine Thunderbirds PNP Length: 70.9 in. Power req’d: Swiwin SWH-80B turbine $1,550 | hsdjetsusa.com SPECS CARF-Models F-100D Super Sabre Length: 141.7 in. Power req’d: 200 to 220N turbine Starts at $5,550 | carf-models.com The T-33 Shooting Star, a versatile jettrainer derived from the Lockheed P-80, served as a key training platform for numerous airforces. Produced by Lockheed, its reliability and adaptability contributed to its widespread use during the Cold War era. The T-33 played a vitalrole in shaping pilot proficiency. The HSDJets T-33 turbine traineris constructed of painted ultra-high-density EPO foam and available in two color schemes: Thunderbirds and USAF trainer. The landing gear, brakes, fueltank, servos, power distribution and control board, and turbine exhaust pipe are all included. In the air,the T-33 is a stable flierthattracks well and is capable of scale maneuvers. The F-100D Super Sabre, a supersonic jet developed by North American Aviation, served as a vital component ofthe U.S. Air Force during the Cold War era. Noted forits exceptional speed and versatility,the F-100D played a crucialrole in various roles, including ground attack and nuclear deterrence. Intended for a turbine engine,this impressive jet has a true scale outline and is available unfinished and in various scale schemes. All gear doors come hinged and are designed for servo operation, and all control surfaces come hinged. You only need to installthe servos and power system. A lighting set and drop tanks with pylons are optional. LOCKHEEDT-33SHOOTINGSTAR NORTHAMERICAN AVIATION F-100DSUPERSABRE PHOTOBY ANDREW GRIFFITH PHOTOBY ANDREW GRIFFITH
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March/April 2024 41 HOW TO BYANDREW GRIFFITH FLY TURBINE JETS From preflightto landing Properlanding configuration with the gear and flaps down and a slight nose-up attitude.
42 ModelAirplaneNews.com HOWTO: FLY TURBINE JETS I ’m often asked what makes flying jets, particularly turbine jets, different from other models. We have talked about several subjects related to turbine jets, including radio system setup, power systems, and even obtaining yourturbine waiver, now we are going to discuss what makes flying jets differentthan other model aircraft. THE PREFLIGHT Before the flying even starts,the first key to success with flying jets (or any model) is a proper pre-flightinspection. You wantto getinto the ingrained habit of doing the same process each and every time you prepare to fly. This prevents issues such as taking off with discharged batteries, a partialtank of fuel, missed radio connections, orthe dreaded missing wing bolt. This might mean politely asking the person leaning over you asking questions to hold them until you’re done assembling and fueling yourjet. It also means doing a final control check while taxiing outto make sure allthe surfaces are engaged and moving in the right direction. Complacency kills jets. Also, anything thatisn’t working perfectly on the ground won’twork better once it’s in the air. If you have a problem, glitch, or even a bad feeling, figure it out before you take off. THE FLYING When flying turbines,there are a couple of concepts that you need to wrap your head around. The firstis airspeed means control. WhatI mean by thatis control surface effectiveness is directly related to the airspeed ofthe model. This is the first basic difference a new jet pilot needs to understand. With a propeller driven model if you’re flying atlow airspeeds, even in post-stall 3D flight, all you need to do to increase your control surface effectiveness quickly is to simply blip the throttle. The propeller will immediately blow more air over the surfaces ofthe ailerons, elevator, and ruddertemporarily and give you instant control authority. With a jet, if you gettoo slow forthe surfaces to be effective you must waitforthe airspeed to recover afterincreasing the throttle until you regain control effectiveness. Getting into this situation atlow altitude My CARF Rebel Hot makes a great everyday turbine jet as can be assembled quickly with justtwo wing bolts. Turbine telemetry with voice alerts and alarms gives you vital information on the condition of yourturbine and can quickly alert you to a flame-out so you can take action before you run out of airspeed.
March/April 2024 43 usually results in needing to replace a divot or worse. Thatis a great segue into the second point of difference;throttle orturbine lag. When flying EDF jets it’s easy to become spoiled by the instantthrottle response afforded to us by electric power systems. When flying with a turbine engine there is a noticeable lag between when you increase the throttle stick and when the motor makes more actual power, and the airplane accelerates. This is partly by design and partly just nature ofthe beast. Turbines have a parameter called Acceleration Delay. This setting in the ECU controls how quickly the voltage is ramped up to the fuel pump when the throttle stick is increased to prevent a rush of excess fuel from putting outthe fire. Note thatthe ECU also has a setting called Deceleration Delay to prevent cutting the fuel supply too abruptly and shutting down the motor, so the throttle lag goes both ways. Lag is more noticeable in either older model engines orlargerturbine engines. Larger engines have bigger and heavier compressor wheels and rotors which in turn means more inertia to speed up and slow down when throttle changes are made by the pilot. Thus, smaller engines like the 20, 30 and 45 newton models available now have less inertia and betterresponse to throttle inputs. Newer engines have more modern control system firmware and respond betterto the throttle stick, butI wantto emphasize thatregardless ofthe size and type of motor,that when flying turbines there is lag that needs to be accounted for. This is done by the pilot thinking ahead ofthe jet anticipating in advance when more power will be needed and knowing when to get off the power and letting the jet slow down. This is especially true while entering certain maneuvers such as loops and other vertical lines but nowhere is it more criticalthan when flying a landing approach. TIME TO LAND Ah yes, landing approaches. No matter how well you fly, allthatthe spectators willrememberis the landing. Nail it and you usually receive accolades, blow it and the peanut gallery at my field will let you hear aboutit. Jets are almost always equipped with retractable landing gear and flaps and to properly land,the jet needs to go from a clean configuration (flaps up, gear up, any speed brakes retracted)to dirty with the flaps and landing gearin landing configuration. One ofthe skills required to fly jets is changing the configuration to go from flying fastto getting the jet slowed down and setup forlanding. The firstthing to strive foris consistency. WhatI mean by thatis when it comes time to set up your landing approach get used to doing things in the same location each time. What works for you and your model may take some experimentation but once you figure out a routine try to stick to it. I’m going to describe what works for me, it’s the same routine thatI use for every jet on every landing approach whether sportjet or scale. The firstthing I do is extend the flaps to the first ortakeoff position while setting up to fly overthe runway into the wind and throw the gear switch. As I pass overthe center ofthe field, I verify that allthree gear are extended. Ithen turn out and start my landing approach by flying down wind and extending the flaps to full while reducing power to slow the jet down. If you’re unsure where yourjet stalls,take it up high and find out. The gear and flaps will add Mostjets have smaller control surfaces and less throw due to their high airspeeds. These quickly become ineffective if you gettoo slow. My Rebel Hot uses lots of flap throw to slow down forlandings. Atthe top ofthe jetfood chain are scale jets like this BVM F-18 complete with smoke system.
44 ModelAirplaneNews.com drag and some models like the A-10 with its landing gear doors increase drag dramatically so you need to know your modelto get a feel for how much throttle to leave in to maintain your airspeed. Slick sportjets like my Rebel require less throttle than my scale jets. As I fly the downwind leg, when I’m well pastthe landing end ofthe runway I start a descending turn that when I level out, I should be on the runway heading on the centerline ofthe runway. At this pointit’s knowing the model when deciding whetherto pullthe power completely off and letit come down the glideslope and into the flare orto leave some power on till you’re overthe numbers and just about on the ground. If everything goes wellthe peanut butter equals the jelly. Once the main wheels touch the ground, I gradually apply the brakes and letthe model fully or nearly stop before releasing the brakes and taxiing back to the pits. A word here on residualthrust. Modelers have a habit of more is better so when jets call for a 100 to 140 newton turbine it’s not uncommon to see a 160 or180. What happens in these situations is the residualthrust, orthe static thrust produced when the engine is atidle is overcoming the drag and still pushing the jet down the runway. This leads to unnecessarily fastlanding speeds with little gain achieved in flight otherthan unlimited vertical but my jets that are powered appropriately will get too smallto see before they run out of power going up. BOTTOM LINE To recap,the keys to successfully flying turbine jets are practice and consistency. No fancy radio or gyro will make you fly betterthan getting outto the field and actually turning kerosene into noise. HOWTO: FLY TURBINE JETS When assembling and doing a pre-flightinspection on my Rebel I ask the curious to refrain from asking questions until I’m done with my setup routine. A JetCat P-100 installed in my Pilot RC 1.8M ViperJet provides plenty of power without excess residualthrust. Acceleration delay can be adjusted in mostturbines like this Kingtech K180G4 butthey are set atthe factory so use care when tinkering. Make small changes and test carefully.
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REPORT FLIGHT TEXT & PHOTOS BY IAN PECKETT Sleek & sexy slope soarer TEMPEST 2.75M TJIRC
48 ModelAirplaneNews.com MKS 6160 high-voltage servos were used forthe flaps and ailerons in both wing panels. They are a perfect fitin the pre-made openings. Afterthe wing servos have been installed,the included molded covers can be installed and held in position with cleartape. Coming from the longestablished manufacturer TJIRC,the 2.75-meter Tempest promises to be highquality and great performance. In this review I will build and evaluate the flight performance ofthis impressive looking model. The Tempestis supplied with a full set of control surfaces including the elevator,rudder, ailerons, and flaps. The fiberglassmolded fuselage is strong, flex-free and has the rudder incorporated into it. Atthe front of the fuselage a separate nose cone is used to gain access to the radio and flight battery pack and allows room to work on the installation of the radio equipment. All linkages and fittings are included. TAIL ASSEMBLY In the case of my review sample, the nose cone is finished in orange. A wooden servo tray is provided, I modified this to accept a single servo forthe rudder and the 5-cell flight pack. With the modifications completed, I glued itinto the fuselage with 15-minute epoxy. When it was dry, I installed an MKS HV6150H mini servo with the pair of included screws. The Tempest comes with a preinstalled pushrod forthe rudder that only requires the linkages to be fitted to the ends. You’ll need to cut a slotinto the lower side ofthe rudder before you glue the horn in place. In contrast,the elevator servo is installed directly onto the inside ofthe rudder. A small hatch in the side allows access to it. Forthis build I used a MKS HV6150, which is configured for side-mounting applications. After gluing a plywood servo mountto the inside ofthe rudder, I installed the servo. The servo wires will need to be extended so it can be plugged into the receiver atthe front of the model. This can be done with a basic extension cable or you can cutthe plug off and solder on longer wires, as I did. This is a more robust method and should be more reliable in the long term. The Tempest’s T-tail and fully AT A GLANCE Model: Tempest 2.75m Manufacturer: TJIRC Distributor: Aloft Hobbies (alofthobbies.com) Wingspan: 108.27 in. Pilot skill level: Intermediate Time to assemble: 10 hours Power req’d: None Radio req’d: 6-channel Price: $980 GEAR USED Radio: Spektrum NX10 w/ AR637T receiver (spektrumrc.com); one MKS (mksservosusa.com) HV6150H servo (rudder), one HV6150 (elevator), four HV6160 servos (flaps and ailerons); 5-cell Radient SuperpaX 1600mAh NiMH (radientus.com) OurreviewerIan Peckett holds the Tempestjust before its maiden flight on the south coast ofthe UK.
March/April 2024 49 H IT S + Striking schemes look great in the air + High-quality fiberglass moldings that fit perfectly + Excellent flight performance + Straightforward MI S S - Flap and elevator control horn installation is a bit tricky molded elevatoris mounted to the top ofthe rudder with a pair of cross head countersunk screws. These screw directly into a pair of captive nuts that are molded into the rudder itself. This makes it easy to remove for transportation or storage. The moving surface ofthe elevatoris pre-hinged and only needs the control horn to be fitted. After cutting a small slotinto the underside ofthe elevator, glue in the horn with epoxy. A directlink is used to controlthe elevator,this is a carbon-fibertube that needs to be cutto length. A pair of metal linkages and threaded rods are glued in place to complete the installation. The resultis a very direct and slop-free assembly thatis perfectforthis high-performance glider. WING ASSEMBLY Each wing panelrequires two servos to be installed. Before I started to work on the wing panels, I weighed them and found thatthey were within 4 grams of each other. This is very impressive and shows the quality ofthe Tempest. For both the flaps and ailerons I used MKS HV6160 servos, which are powerful, fast and the perfect size to fit easily into the wings. There are two good-size square openings on the underside ofthe wings, and you just need to use 5-minute epoxy to installthe included wooden servo frames. I had to slightly modify the frames to fitthe MKS servos, butthis was easily achieved with a Dremel and sanding drum. Afterthe frames are fixed into the wing panels itis time to mountthe servos. As with the elevator servo, I also extended the wires of all four wing servos with a set of six-pin male and female plugs. These are a perfect way to make wing looms and allow me to connect and disconnectthe wing servos with only one plug on each side. Afterthe wing servos are mounted, itis time The carbon-fiber wing spar slides into the wing panels. The wing routes also include a pair of locating pins and ballast pockets. Plugs allow the quick connection ofthe wing servos to the receiver. The Tempest’s T-tail is held firmly in place by a pair of stainless screws. This also makes it possible to remove the elevatorfortransportation. The Tempest nose is very slim, butitis relatively simple to installthe radio equipment. The outer orange coveris pushed overthe equipment and held in place with a small piece of cleartape.
50 ModelAirplaneNews.com to connectthe included linkages to the control surfaces. Allthe linkages are metal, and the upper wing surface needs to be opened up to allow the linkage to protrude through and connectto the control horn. As the control horns for both ailerons and flaps are on the upper side of the wing, it will minimise the chances of damage when landing. Both the flaps and ailerons are pre-hinged, but you’ll need to installthe horns. This is the most difficult part of the assembly. I used a small drillto make a hole forthe horn to be glued into,then attached it with 5-minute epoxy. Allthe control surfaces have gap seals to reduce drag. When the wings are completed,tape the supplied molded plastic covers overthe servos to protectthem and reduce drag even more. The wing panels feature two ballast pockets in each side that allows the installation of ballast slugs. These are either side ofthe main spar and have minimal impact on the center of gravity. This makes it possible to add mass to the Tempestfor higher wind performance. FINAL TOUCHES With the wings and fuselage finished its time to assemble the Tempest and setthe center of gravity. A 36 x 12mm rectangle carbon sparis inserted into the fuselage and this in turn is pushed into each ofthe wing panels. Two carbon locating pins supportthe leading and trailing edges of each wing panel. When the wings are fitted,tape holds them in place. The completed wing has a dihedral of 2 degrees thatis perfectfor aerobatics. The recommended CG forthe first flightis 103mm from the wing leading edge. With a 5-cell1600mAh NiMH flight pack in front ofthe servo tray, I had to add about 500g of diving belt ballastinto the nose ofthe Tempest to achieve that balance point. I mounted a Spektrum AR637T telemetry receiverthatincludes AS3X gyro stabilisation thatI can turn on and off using a Spektrum NX10. This option might help in smoothing out flightin turbulent conditions on the slope. The receiveris mounted just behind the servo tray so I can easily connectthe wing loom plugs. My finished model weighed 5.7 pounds ready to fly (without wing ballast). The elevator servo is mounted in the side ofthe rudder and a carbon-fiber pushrod connects the servo to the control surface. A flat coveris then taped in place. The wing control linkages are made from metal and are almost completely concealed with only a small amount showing. This will help to reduce drag and increase speed.