ELECTRIC FLIGHT U.K. - British Electric Flight Association
ELECTRIC FLIGHT U.K. - British Electric Flight Association
ELECTRIC FLIGHT U.K. - British Electric Flight Association
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<strong>ELECTRIC</strong> <strong>FLIGHT</strong> U.K.<br />
ISSUE No. 69 SUMMER 2002<br />
THE MAGAZINE OF THE<br />
BRITISH <strong>ELECTRIC</strong><br />
<strong>FLIGHT</strong> ASSOCIATION
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Showcase of manufacturers’ electric offerings<br />
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<strong>Electric</strong> <strong>Flight</strong> - U.K. Issue 69 - Summer 2002<br />
"To Encourage and Further all Aspects of <strong>Electric</strong> Model <strong>Flight</strong> in<br />
the <strong>British</strong> Isles and Elsewhere" - B.E.F.A. Constitution<br />
CONTENTS<br />
BEFA Committee 2002/3 ......................... 4<br />
Chairman's Chatter ................................. 5<br />
Current Lines ......................................... 5<br />
New-2-U ................................................. 6<br />
EDF - The Way Ahead! ........................ 13<br />
A Parky ................................................ 20<br />
Hints & Tips ........................................ 21<br />
Readers' Models .................................. 22<br />
Dakota Tales ........................................ 23<br />
Flying the Starburst ............................. 35<br />
Traunreut 2002 ..................................... 42<br />
The BMFA Southern Area Fly-In ........ 57<br />
Electrifying the Sunday Flyer............... 61<br />
For Sale ................................................ 63<br />
Event Calendar ..................................... 66<br />
New to <strong>Electric</strong> <strong>Flight</strong> Start Here ........ 72<br />
BEFA Sales .......................................... 74<br />
Advertisers Index................................. 74<br />
Cover Photo: This is the 54" span De Havilland Hornet scratch built by Cyril<br />
Carr. It is powered by 2 Kyosho Xmotors in series on 16 Sub-C cells, running<br />
through Master 2.5:1 gearboxes.<br />
The model is interchangeable between NF Mk 21 (shown here) & F Mk 20 versions<br />
by removing the nose cone and rear cockpit, and replacing them with the alternate<br />
items shown on the grass in front of the nose. It is fitted with home made retracts<br />
to get the required retraction angle (~105°). It hasn’t flown yet, but is very close.<br />
The expected flying weight is around 7 lb.<br />
NEXT ISSUE. The copy date for the Autumn 2002 issue is 1st September 2002,<br />
with the magazine due for publication by 1st October 2002.<br />
DISCLAIMER<br />
B.E.F.A. and <strong>Electric</strong> <strong>Flight</strong> U.K. wish to point out that the content, techniques<br />
and opinions expressed in this magazine are those of the individual authors and<br />
do not necessarily represent the views of either the Editor of this magazine or<br />
B.E.F.A. and its committee. All reasonable care is taken in the preparation and<br />
compilation of the magazine, but B.E.F.A. and its committee cannot be held liable<br />
for any error or omission in the content of this magazine or any subsequent<br />
damage or loss arising howsoever caused.<br />
E.F.-U.K. 3
Chairman<br />
Secretary<br />
Membership Secretary<br />
Treasurer<br />
Editor EF-UK<br />
Production Editor<br />
Events Co-ordinator<br />
Competition Secretary<br />
BEFA Committee 2002/3<br />
Midlands Representative<br />
Northern Representative<br />
Southern Representative<br />
South West Representative<br />
Indoor & Free-<strong>Flight</strong> Rep.<br />
Robert Mahoney<br />
123 Lane End Road, High Wycombe, Bucks. HP12 4HF<br />
EMail: robert_mahoney@hotmail.com<br />
Peter Turner<br />
37 Church Street, Horsley, Derbyshire. DE21 5BQ<br />
Email: peter@alport.fsnet.co.uk<br />
David Andrews<br />
2 Gainsborough Road, Kibworth Harcourt, Leicester. LE8 0SG<br />
Email: david@kibworth.fsnet.co.uk<br />
Roger Winsor<br />
14 Butler Gardens, Market Harborough, Leics. LE16 9LY<br />
Email: rogerwinsor@breathemail.net<br />
Jan Bassett<br />
111 Plantagenet Chase, Yeovil, Somerset. BA20 2PR<br />
Tel. 01935 472743, E-mail: jan.bassett@electric-flight.org.uk<br />
Brian Boughton<br />
'Red Roofs', Vicarage Road, Thetford, Norfolk. IP24 2LH<br />
Terry Stuckey<br />
31 Dysart Avenue, Kingston-upon-Thames, Surrey. KT2 5QZ<br />
David Beavor<br />
34 Chestnut Close, Brampton, Huntingdon, Cambs.<br />
Roger Winsor, details as Treasurer<br />
Bob Smith, details as Secretary.<br />
Dave Chinery<br />
251 Station Road, Hayes, Middx. UB3 4JD<br />
Jan Bassett, details as Editor EF-UK<br />
Gordon Tarling<br />
87 Cowley Mill Road, Uxbridge, Middx. UB8 2QD<br />
Email: gordon.tarling@ntlworld.com<br />
Technical Liaison Officer<br />
Public Relations Officer<br />
Alan Bedingham<br />
17 Highcliffe Close, Wickford, Essex. SS11 8JZ<br />
Email: bbba18333@blueyonder.co.uk<br />
Dave Perrett<br />
10 High Lees, Sharnford, Leicester. LE10 3PW<br />
Tel: 01455 272297, Email: d.l.perrett@btinternet.com<br />
Webmaster<br />
4<br />
Jan Bassett, details as Editor EF-UK - (www.befa.org.uk)<br />
Please enclose an SAE with all correspondence to the committee.<br />
E.F.-U.K.
Chairman’s Chatter<br />
Welcome to issue No 69<br />
I like to apologise to all those members who turned up to the Norfolk fly-in on<br />
June 9th! We had to cancel the event due to the MOD use of the airfield! I was<br />
there with Mike Woodhouse of the FFTC whose event was also cancelled, we did<br />
put up signs on the gate informing members that it was cancelled, but some missed<br />
them! We stayed there till 10.30, and with the weather getting very windy and<br />
with some rain, we decided to drive home for lunch, again sorry but it was beyond<br />
our control.<br />
As I write this, the weather has got better, lets hope for the rest of the flying<br />
season.<br />
Information for the members who could not get to the AGM this year, I have put<br />
up a PRIZE for the best photo that appears in EF-UK before the 2003 AGM. So get<br />
snapping and send them to Jan. That's all for now, see you around the fly-ins.<br />
That’s all for now so KEEP THE WATTS UP!<br />
Robert Mahoney<br />
Current Lines<br />
from the Editor<br />
Despite my pleas, the amount of information coming in seems to be dwindling<br />
even further. I appreciate that almost everyone nowadays is extremely busy<br />
(including me). However, I again urge that everyone try and submit something,<br />
even if only a photograph of a model and it’s details. This simple act, taking only<br />
a few moments of your time, will save me untold hours running around trying to<br />
get additional content.<br />
Also, if you see something new let me know so I can do some digging around for<br />
more information. I’ve tried to include quite a bit of new equipment that is recently<br />
or soon to be available, hopefully you find these interesting.<br />
Jan<br />
E.F.-U.K. 5
New-2-U<br />
A Brief Round-up of New Items of Interest<br />
Falcon Vintage Model Kits<br />
Following on from their very successful range of super-scale indoor r/c models,<br />
Falcon have moved outdoors with the new range of high quality Vintage models.<br />
These are miniature versions of known vintage designs from a bygone era.<br />
Finished Falcon 36 fuselage with plan and kit contents<br />
The kits now available are the Falcon 36, the Brigadier 36 and the Scram 36.<br />
Each kit contains all the parts necessary to complete the model for r/c or free<br />
flight. To maintain the authenticity of the vintage range, Falcon have included<br />
genuine Trexler pneumatic balloon wheels. These kits offer the modeller greater<br />
flexibility of modelling discipline and choice when purchasing the power unit.<br />
6<br />
Completed Brigadier 36 structure<br />
E.F.-U.K.
These kits have undergone extensive testing in the hands of many experienced<br />
and less experienced modellers, both r/c and free flight. They have proved to be<br />
excellent flyers with forgiving characteristics and have been flown in moderate<br />
winds. <strong>Electric</strong> r/c with 7 cell 300mAh NiMH packs have flights in excess of 8 - 10<br />
minutes - reaching a considerable height resulting in a very rewarding flight<br />
using standard GWS motor/gearbox, Rx, ESC and servos.<br />
Wing span 914mm (36”), <strong>Electric</strong> powered r/c version - Mass 220g (7.7oz) - Finished<br />
airframe mass only 112g (4.5oz)<br />
Recommended r/c equipment: 1 x 7.5g GWS Rx with 3 channels, 2 x 5.5g GWS<br />
servos (11g), 1 x 2 to 5A GWS ESC (7g), 1 x RCS Technik 7 cell 300mAh NiMH<br />
battery pack (51g), 1 x GWS 150 Motor/gearbox (30g), Total 106.5g<br />
Kits Contents:<br />
Detailed colour CAD plans (2’ x 4’ ), Full instruction manual with colour<br />
photographs, Falcon Kits decals, 4 CNC cut balsa sheets, 1 CNC cut ply sheet,<br />
strip wood, balsa block wood, hardwood engine bearers, wire, 1 set CNC scored<br />
windscreen parts, Airspan covering, Nuts/bolts/washers, Mylar hinges, genuine<br />
Trexler pneumatic balloon wheels.<br />
Price £44.45<br />
Available from: RCS Technik, 22 Dartmouth Park Avenue, London. NW5 1JN<br />
020 7267 9049 www.rcscale.co.uk email: sales@rcscale.co.uk<br />
The front of the completed electric Falcon 36<br />
E.F.-U.K. 7
Two new models from Graupner that you might find interesting. The picture<br />
above shows the Kitty Hawk, which is intended for beginners, and comes virtually<br />
ready-to-fly in bright yellow. If follows the recent trend in this class of providing<br />
only rudder and motor control. The wing span is 70cm (27½”), and the wing<br />
area 7.3dm 2 (113 sq. in.). The flying weight is given as 175g (6.2 oz.) giving a<br />
wing loading of 19.7 g/dm 2 (6.5 oz./sq.ft.). It comes complete with a 27MHz<br />
transmitter, battery pack and timed charger.<br />
Below is the 1:14 scale Ryan M-2, “Spirit of St. Louis”. The wing span is 100cm,<br />
length 67cm, wing area 16.2 dm 2 and flying weight 650g. It is ARTF and includes<br />
instructions in German & English. Finished covered parts (fuselage, tail &<br />
elevator, wing & ailerons). Plastic nose moulding with dummy motor, bent<br />
undercarriage, wheels, small parts & accessories for controls and generous decals.<br />
They recommend 3 x C261 servos for ailerons, elevator and rudder.<br />
8<br />
E.F.-U.K.
This is the GWS DHC2 Beaver<br />
which should be available by<br />
the time you read this. It is<br />
designed for EPS-100C-AS<br />
(280 motor) or EPS-300C-CS<br />
(370 motor) geared power<br />
systems and 10" x 8" propeller.<br />
The wing span is 101cm, wing area 16.8dm 2 (263sq.in.) and flying weight between<br />
290 and 400g depending on motor and pack. The battery pack is 6 cell 400mAh for<br />
280 motor, or 500 to 600mAh for 370 motor. It requires 2-3 channel radio with 2<br />
sub-micro, micro or mini servos and electronic speed controller or auto cut-off.<br />
Also recently released by<br />
GWS are kits of the P-51D<br />
Mustang, Spitfire, Me109 and<br />
Zero. Each model varies<br />
slightly, but they are around<br />
34” span, 210 sq.in. wing<br />
area and flying weight of up<br />
to 410g. They are designed for the EPS-300C-CS geared power system and 10”x8”<br />
propeller or EDP-400C (400 direct drive) power system with 7”x3½” propeller.<br />
The battery pack is intended to be 7 cells between 400 and 600mAh. and 4-5<br />
channel radio gear is required.<br />
Ever wanted more power for your ‘stick’ model, but were stumped for alternatives.<br />
Well GWS might be about to answer your prayers. The IPS-D is a dual motor<br />
version of the popular IPS power systems supplied with the ‘stick’ models. It will<br />
be available with gear ratios between 3.5:1 and 11.8:1 and with either 4.8v or 7.2v<br />
motors. The 4.8v version will suit packs between 2.4v and 4.8v and propellers<br />
from 7”x6” up to 15”x10”. The 7.2v version suits<br />
propellers from 8”x4.3” up to 15”x10”on 6v to 8.4v.<br />
The diagram below shows the construction of the IPS-<br />
D, which is broadly the same as the IPS. Further<br />
details including gear ratio, battery pack and<br />
propeller combinations is available on the GWS<br />
website at www.gws.com.tw.<br />
E.F.-U.K. 9
Another new power system available from GWS is<br />
the LPS series. This is available in 3 types using<br />
different motors as shown in the exploded view<br />
above. The RXC is for 4 to 6 cells and propellers<br />
ranging from 6”x3” to 10”x4.7”, giving up to 18W.<br />
The RLC is for 2 to 4 cells and 7”x3½” to 9”x7”<br />
propellers and up to 18W. The B2C uses a smaller<br />
motors, which is lighter and is designed for 5 to 7 cells and propellers from 5”x3”<br />
to 7”x6” at up to 8W. Again further details are available from www.gws.com.tw<br />
Graham McAllister has added 2 new model<br />
kits to his range.<br />
The first is the SkyHawk, designed to be<br />
reminiscent of the early days of 'pod and boom'<br />
gliders. SkyHawk is great fun whether<br />
soaring or doing 'touch and go's' in the wet<br />
grass! So much fun for so little cost. The<br />
SkyHawk is an easy hand launch & lands on<br />
it's skid. Great fun in, & above!, the smallest<br />
fields.<br />
The model is 58” span, a wing area of 500 sq.<br />
in. and for a flying weight up to 20 oz. It is<br />
powered by a Speed 400 7.2v, direct drive to a<br />
Günther 125mm x 110mm propeller. The<br />
battery pack is 7 x 700AA cells or similar. The<br />
fuselage is built from balsa and liteply, with a<br />
foam wing.<br />
The 'PLAN PACK' includes: the wing ready cut from lightweight foam (no covering<br />
needed), GMD 'LiteSnake' control snake inners & outers, wing 'strut' wire, a roll<br />
of coloured wing reinforcing tape, 2 sheet computer drawn full size plan &<br />
comprehensive step-by-step building instructions. All this for only £21.95 (+£2.50<br />
where posted).<br />
The 2 nd model is the TwinHawk, which is a twin version of the SkyHawk design.<br />
10<br />
E.F.-U.K.
For lovers of the sight and sound of a twin<br />
motored aircraft there can surely be no<br />
simpler introduction. The dimensions,<br />
weight, battery pack & kit price are the same<br />
as the SkyHawk. The only real difference is<br />
that 2x Speed 280 6v motors with Günther<br />
125mm x 110mm propellers are used. The<br />
TwinHawk retains the glide performance of<br />
the SkyHawk and the longest flight in testing<br />
was 35 minutes on 7x1000 NiCds.<br />
Details can be found on the website at<br />
www.mcallisterdesigns.co.uk. Both kits<br />
are available from Graham McAllister<br />
Designs, 60 School Road, Wales Village, Nr.<br />
Sheffield. S26 5QJ. Tel. 01909 774220<br />
These are 9 & 12 channel synthesised receivers<br />
available from Multiplex stockists from August<br />
2002. The major advantage of the synthesizer<br />
is that it can generate any frequency you with<br />
to use within a certain band, so it is the<br />
equivalent to having all the crystals! Multiplex<br />
have designed these Receivers in such a way<br />
that is virtually impossible to set up the wrong<br />
channel accidentally.<br />
They are programmed using a push button and<br />
ANY make of Tx. The channel is selected using<br />
a button on the Rx. The Rx scans the band and<br />
detects it's own Tx. You can then operate the<br />
Tx controls to check the Rx is responding<br />
correctly. Only if this is successful, would the<br />
Rx be used. If you have the Rx installed in a<br />
model, the process can be carried out using a<br />
remote setup lead.<br />
Top is the RX-9 SYNTH DS IPD, available for<br />
35 or 40Mhz, is fitted with UNI plugs, and will<br />
have a retail price of £79.99. The 9 channel Rx<br />
is a compact unit suitable for most modellers. The power supply is 4-6 cells, it<br />
measures 47mm x 42mm x 21mm and weighs 44g.<br />
Bottom is the RX-12 SYNTH DS IPD with an expected retail price of £115.00. As<br />
per the RX-9, except 12 channel and the Rx can use 2 identical 5 cell batteries,<br />
controlled by an integral switch.<br />
Also available will be a Remote Set-up Lead with button & LED, selling for £7.75.<br />
E.F.-U.K. 11
The photograph<br />
on the right<br />
shows an addition<br />
to the range of<br />
Motor Mount<br />
Shells from Micro-<br />
Mold, with these<br />
designed for a<br />
Speed 700 motor.<br />
The pack includes<br />
two half shells,<br />
which are made<br />
from galvanised<br />
steel. They are<br />
designed to mount<br />
a Speed 700 (or<br />
similar) motor to<br />
conventional mounting rails and may simplify the conversion of an i.c. design.<br />
The pair of shells weigh just under 1 oz. (actually 26g).<br />
These should shortly be available through all model shops.<br />
uzzflight<br />
167 Duffield Road, Derby. DE22 1AJ<br />
Telephone: 01332 601693<br />
Email: pete@buzzflight.co.uk<br />
Website: www.buzzflight.co.uk<br />
Hummingbird<br />
the definitive control-line trainer - ideal for youngsters<br />
Deluxe Kit - complete with motor, propeller, prop. adapter, spinner, wheels, balsa,<br />
u/c wire, control-line / power wire, on-off switch, battery connectors, sundries,<br />
building instructions & full-size plan, bellcrank and control handle. The only<br />
other items needed are the covering and a 12v 7AH battery. £39.99 + £2.50 P&P.<br />
Standard Kit - contains balsa, u/c wire, control-line / power wire, on-off switch,<br />
battery connectors, sundries, building instructions & full-size plan, bellcrank and<br />
control handle. Again the covering and a 12v 7AH battery are not included. £24.99<br />
+ £2.50 P&P.<br />
Plans & Instructions - £7.99 including P&P, add £5.99 for control-line / power<br />
wire and switch. Please contact us for Overseas prices.<br />
Please make cheques payable to Buzzflight and allow 14 days for delivery.<br />
12<br />
E.F.-U.K.
EDF - The Way Ahead!<br />
by Chris Golds<br />
Like most people faced with the desire to make the decision to "go electric" I did<br />
nothing about it. That is, until my 60th birthday!<br />
For years I had progressed steadily in ICDF (Internal Combustion Ducted Fan) to<br />
the point where I was flying a large (seventeen feet one inch span) B-52, which<br />
weighed an astounding 87 pounds when fully fuelled. It flew like a trainer and had<br />
tons of thrust to spare, and of course, EDF (<strong>Electric</strong> Dusted Fan) never would<br />
have thrust to spare, would they - so why bother<br />
Then at my birthday party in 1996 at my remote North Devon home, a modelling<br />
friend Dave Gardner had come, with his wife Katie, to enjoy my brand of BBQ and<br />
Whisky. He also brought a present of a box containing all the bits I needed to get<br />
airborne using EDF as a thrust source.<br />
I didn't have to know anything about 'e', just plug it all together, said Dave, and<br />
it will work! Three days later it did, and I began my 'e' flying with two Speed 400<br />
motors, two Brian Gaskin 400 fans, a Robbe Speed Switch (either on or off) and<br />
eight small NiCd rechargeable cells!<br />
The 1st of the breed - 2 x Gaskin Speed 400 Fans<br />
I designed and built a very simple shoulder wing model with the ducts mounted<br />
either side of the nose, which weighed 44 ounces and was to be hand launched - it<br />
flew! I was simply amazed and just had to fit it with a simple two-wheeled main<br />
undercarriage to see if it would take-off from tarmac - IT DID - Yippee !!!<br />
E.F.-U.K. 13
I was getting somewhere even though the flights were only a couple of minutes<br />
long. Having built two B-52 models by then, that combination of eight units was<br />
to me the logical choice. So over the phone I met His Royal Highness, the Gaskin<br />
of Kent and there began a lasting friendship with an electrical 'nut-case!'. He<br />
bundled off to me eight more units and I was away with B-52 number three.<br />
The 1st electric B-52, 8 WeMoTec 480 fans with 8 x Speed 480 motors<br />
Models came thick and fast as, subsequent to my second retirement from Royal<br />
Air Force service (in the Hawk Simulator at RAF Chivenor), I had plenty of time<br />
to spend on designing, building, flying, plan drawing and article writing to my<br />
heart's content. Via Concorde, Me163, DH 108, Tornado F3, A-3D, Supermarine<br />
Swift, Arado 234, DH Venom (for free flight), Supermarine Attacker, Vulcan,<br />
Concorde climbs away on 4 x<br />
Plettenberg 200-20-6 motors<br />
Free flight Venom FB Mk 4 with KP 44mm<br />
fan with 1/72 plastic model made in 1956<br />
of my original aircraft as a pilot of XI Sqn<br />
14<br />
E.F.-U.K.
YB-49 with 8x WeMoTec 480<br />
fans on cooking motors, 144”<br />
span, a gentle balloon!<br />
another Hunter, Hawker Sea<br />
Hawk and a few more I have<br />
managed to explore the EDF<br />
scene with some successes.<br />
I have formed a view that the<br />
future lies, for ducted fan flying,<br />
in the employment of brushless<br />
motors powered by the latest<br />
batteries, possibly NiMH or<br />
whatever comes next. Having<br />
just watched a few hours of my<br />
old video tapes of my ICDF<br />
models, I am certain that those<br />
noise levels will soon not be<br />
tolerated.<br />
And once that happens, oily props will go too. Simply, the public intolerance to<br />
noise will kill the IC world. Than all that will be left will be us with our electric<br />
motors and batteries, and small gas turbines. Then the 'e' world will definitely<br />
take-off as the big manufacturers come to 'e' to sell their goods.<br />
Profile Vulcan with 4 x 480 fans<br />
We can already see the future within our grasp with modern fans, motors and<br />
cells all coming together to produce levels of performance that not long ago we<br />
could only dream about. And two more B-52 models came to fruition - a baby with<br />
eight KP 44mm fans, and a large one powered by eight WeMoTec 480 mini-fans<br />
E.F.-U.K. 15
Profile Me163 Komet with a WeMoTec 480 fan<br />
with Plettenberg 200-20-6 motors off 48 x 2000 NiCds. This latter featured nosewheel<br />
steering, flaps, six-leg retracts and a working drag-chute, and weighs 28½<br />
pounds at take-off (Ed. - & landing). A majestic and very nearly scale models<br />
which flies splendidly with thrust to spare and is now looking for a good home!<br />
So there we are then, one man's view of the way ahead. Now, where did I put that<br />
pencil and ruler<br />
A-3D Skywarrior for 2x WeMoTec 480 fans and Plettenberg motors<br />
16<br />
E.F.-U.K.
Tornado F3 with in-flight swinging of the wings, shown at full sweep of 67°.<br />
Powered by 2x WeMoTec 480 fans with Plettenberg motors.<br />
Supermarine Attacker - my 1st EDF capable of true vertical manoeuvres<br />
E.F.-U.K. 17
B-2 Spirit for 4x WeMoTec 480 fans, my 1st true finless flying<br />
My Hunter XE546 for WeMoTec Micro 50mm fan<br />
18<br />
E.F.-U.K.
Arado 234c conversion from the original<br />
2x Cox TD020 to 4x KP 44mm fans for<br />
radio control<br />
My latest, a Hawker Sea Hawk for<br />
WeMoTec Midi fan and Plettenberg<br />
290-20-7 motor. It features retracts, flaps<br />
and a working deck hook.<br />
The Biggie - B-52 with 8x WeMoTec 480 fans and Plettenberg 200-25-4 motors<br />
Note from the Editor: Chris has offered to send up-to-date mini-articles about<br />
what he is currently doing, and not only EDF, but ‘e-props’ as well. I intend to<br />
take him up on the offer, so we should see more in the future.<br />
E.F.-U.K. 19
A Parky<br />
by Rob Ireland<br />
At a BEFA technical workshop some three years ago, I was being assisted by my<br />
eldest, Lewis, on our trade stall. This was another opportunity to interest him in<br />
electric flight. We were located next to Eric Leadley, who seemed much more busy<br />
than us that Sunday. Lewis had looked round the hall a few times, and filled the<br />
rest of the afternoon with trips to the coffee bar for coke and crisps. He wasn’t<br />
wild with excitement but also hadn’t asked me what time we would be going<br />
home, every ten minutes.<br />
By the end of the afternoon we were clearing up, when Eric presented Lewis with<br />
one of his plans which he pulled out of a box. Lewis was delighted with the gift,<br />
and as he thanked Eric, I tried to understand how the spark was kindled. After<br />
all, I had some plans of my own which I considered to be the best. There were also<br />
a number of models built already which could be flown straight away. I believe it<br />
was the encouragement shown by somebody in addition to his father, which helped<br />
him along that day.<br />
The plan was for a Parky and Lewis wanted to build it straight away. I was not<br />
keen because I had none of the right r/c equipment for this model, and a park flyer<br />
was not on my building list.<br />
In the intervening period, I did an electric conversion of a foam Skyrider glider.<br />
Its GWS receiver suffered from glitches every time it flew and it had to be repaired<br />
every night. After its final crash I ditched it and put the equipment aside. Apart<br />
from the range limited receiver (contrary to the range specifications provided on<br />
the leaflet in the box, and assurances from the shop, later information appeared<br />
to confirm suspicions that this was really an indoor receiver), the Skyrider had<br />
flown using 2 speed 280’s wired in parallel. Power was from 7 Sanyo 1100AAU<br />
cells, Kontronik Easy 1000 controller. Günther props glued to the motor shafts<br />
pushed the model along.<br />
Lewis was not interested in the failed<br />
Skyrider. Instead he wanted to build his<br />
model Parky from his plan, and then fly it.<br />
One weekend I relented. I had pulled out the<br />
plan again for one of those closer looks, and<br />
thought that it would convert to a nice<br />
simple twin, using the equipment from the<br />
Skyrider. Lewis agreed and we were both<br />
satisfied. He would build his modified Parky<br />
(photographed with Lewis) and I would help<br />
him, satisfying my inability to build anything<br />
exactly as it said in the plans.<br />
20<br />
E.F.-U.K.
Hints & Tips<br />
An occasional feature allowing the sharing of hints,<br />
tips and useful knowledge with the members<br />
Battery Cooler. Whilst not claiming to have had the original idea, John Anderson<br />
has assembled a battery cooler in the hope we have some good weather this summer.<br />
It is built using a 3” square fan from an old computer power supply, which can be<br />
picked up for about £1 at a computer fair. This is fitted into a cylinder, in this case<br />
a piece of domestic soil pipe, which was supplied by a club member in the building<br />
trade for nothing. This pipe is ideal as the fan outer case is exactly the internal<br />
diameter of the soil pipe connection collar.<br />
The fan label says it is 12v DC Brushless and draws 0.15A, which means it can<br />
run all day without noticeable drain on the supply battery, be it from the car or<br />
leisure battery. These fans are designed to run non stop for 20 years so there is<br />
likely to be enough life left in them for our intermittent use. Inside the pipe, an<br />
open rack was stuck to the floor so that air can freely flow over all surfaces of the<br />
battery being cooled. A plywood cradle holds the assembly level.<br />
Left is the completed<br />
battery cooler taken<br />
from the fan end.<br />
Bottom left is the<br />
battery end showing<br />
2 packs in place.<br />
Bottom right shows<br />
the simple open<br />
rack fitted to<br />
support the battery<br />
pack(s).<br />
E.F.-U.K. 21
Readers' Models<br />
Your chance to show the members your model(s).<br />
To allow proper appreciation of the models, colours copies of these photographs<br />
will be posted on the BEFA website a short while after publication of the magazine.<br />
If you can, check them out at www.befa.org.uk<br />
The above model is the Bora III of Hubert Fehenberger, which was submitted by<br />
Franz Stockinger, email Franz.Stockinger@t-online.de.<br />
The model is 155 cm (61”) span, 121 cm (47.6”) long, has a wing area of 34,5 dm²<br />
(535 sq. in.) and is fitted with Goldberg retracts. The wing section is Eppler 374<br />
with no washout, but no tip stalling is apparent. An Ultra 300/30/3 on 16 Sanyo<br />
2000 cells powers it, and flights are 5 to 8 minutes long. The flying weight is 2.8kg<br />
(6 lb. 3 oz.), giving a wing loading of 81 g/dm² (26.6 oz./sq. ft.).<br />
Franz says they are planning to have a team of 4 models in our club. Hubert made<br />
a mould for the fuselage, cowl and canopy. We did the moulding together and<br />
already made four fuselages.<br />
He also says that a plan for the whole model is available, contact him for more<br />
details (if you don’t have an email facility, contact can be made via the Editor).<br />
22<br />
E.F.-U.K.
Dakota Tales<br />
by Trevor Hewson<br />
(adapted articles originally in Sloping Off, the newsletter of the Christchurch & District MFC)<br />
The Portpatrick Princess, pictured at Farnborough<br />
I have always liked the DC3 (aka Dakota, Gooney Bird, C47 etc.), but I would<br />
have a hard time explaining exactly why. When trying to think of a realistic subject<br />
for electric flight with a retractable undercarriage, it wasn’t long before the Dakota<br />
came to mind. One of the main attractions was the fact that there are no<br />
undercarriage doors to bother with.<br />
Whilst on holiday in the USA in 1998, I got to look around a rather battered<br />
specimen and discovered that the retract mechanism itself was in fact far from<br />
straightforward. The wheel swings up forwards, pivoting on the rear attachment<br />
point, the main leg folding in half at the knee, so to speak. This was enough to put<br />
me off the idea, and I started to look for another subject.<br />
Twelve months later, I had still not made my mind up and then, in the June 1999<br />
edition of Radio Control Scale International, there was a review of the TopFlite<br />
DC3 kit, for which custom retracts were available. I had inspected one or two<br />
TopFlite kits during my quest and they are definitely builders' kits. The wood<br />
selection was also better than many US kits I have seen - an important consideration<br />
when thinking about electric conversion.<br />
I was tempted to order the kit via the internet ($220 as opposed to £270!) but felt<br />
that I ought to try to get to see what I was buying. I eventually tracked down a kit<br />
locally and, within a matter of minutes, I was in the shop spreading bundles of<br />
wood all over the counter. Not very much later I was staggering out of the shop<br />
E.F.-U.K. 23
Centre Section showing Retract Installation<br />
with a rather large box into which had been added a pair of retracts and a 'Robart<br />
Air Kit' which I apparently would need to make them go up and down.<br />
The TopFlite DC3 is to 1/14 scale, spans 82.5" and is designed to be powered by<br />
two .25 to .40 2-stroke engines or .40 to .52 four strokes. The weight range given<br />
is 8lb to 10lb. The RCSI review model was powered by two MVVS .40s. After<br />
discovering that the take off run was about ten feet, the reviewer concluded that<br />
two .25s would have been more than enough! Unfortunately he doesn't say what<br />
weight his model came out at.<br />
Weighty Matters<br />
I assumed that the main sources of weight variation would be engine size and<br />
whether or not the optional flaps and retracts were to be fitted. Since I intended to<br />
use both flaps and retracts (that was after all why I was building the model in the<br />
first place!), my scope for coming in below the upper limit seemed pretty limited.<br />
Then of course there is the small matter of the battery.<br />
I reckoned that 24 cells (i.e. three 8-cell packs) would weigh 3lbs, but that, somehow,<br />
somewhere I could save one pound, giving me an all-up weight of around 12lb.<br />
Now it's time to get out the rule book. The popular 50 watts per lb rule works out<br />
well - 24 cells drawing 25 amps gives us 600 watts, which, at 50 watts per pound<br />
will fly our 12lb aeroplane perfectly. Next we need to find some suitable motors.<br />
Whilst browsing through my collection of motor information I came across an<br />
article by Matthew Orme in which he suggests an alternative rule of thumb - One<br />
cell for every 50 sq. ins of wing area. A glance at the box lid shows the wing area<br />
of the DC3 to be 750sq. ins, so this suggests a cell count of 750÷50=15. Now, I<br />
know this is not an exact science but there is a lot of difference between 24 cells<br />
and 15, 18oz of battery weight for a start!<br />
24<br />
E.F.-U.K.
It wasn't particularly hard to work out why these 2 rules were giving such different<br />
answers and soon I was doing the sum which I should have done at the outset -<br />
the wing loading. My 24 cell, 12lb approach would result in a wing loading of<br />
37oz/ft 2 Matthew Orme had assumed a much more sensible figure of between 20<br />
and 25oz. The message from all of this was clear, if unpalatable: Either get the<br />
weight back nearer to 8lb than 12lb or expect the DC3 to fly more like a fighter<br />
than an airliner.<br />
Trying to think positively, if we could get down to the 8lb to 9lb range, the model<br />
would probably fly on 16 cells. Two motors in series would be working on 8 cells<br />
each, so we are now talking about nothing more than a powerful 540 or 600 size<br />
motor with a suitable gearbox.<br />
Gear Up<br />
Gearboxes must come a close second to weight on the electric modeller's worry<br />
list. In this case there is an added problem. The engine nacelles on the DC3 are<br />
very close to the fuselage, limiting the prop diameter to 10". Three bladed props<br />
are therefore recommended and will be more true to scale anyway. This does mean<br />
though that there is little scope for tuning the drive system by changing the prop<br />
size. I therefore felt that I needed a gearbox with a good range of ratios that could<br />
easily be changed retrospectively. The MEC Superbox seemed to fit the bill and is<br />
very light, so now we can return to the subject of motor choice.<br />
Power Up<br />
Doing the 50 watts per pound sum again on an all-up weight of 9lbs gives us 450<br />
watts. I therefore needed to find a 540 size motor capable of taking 220 to 250<br />
watts of input power. One motor that would definitely do the job is the WEP<br />
Turbo 10. This is a very hot (14 turn) motor and is designed to take this sort of<br />
power, operating at very high rpm, typically through a 6:1 gearbox. The only<br />
downside is that, at £55 each, they are twice the cost of most 'good' buggy motors.<br />
Then inspiration struck! I have a Graupner Sukhoi which doesn't get flown very<br />
often (it is a bit heavily loaded and frightens me silly!). In it is a Dave Chinery<br />
Team Gear 40 unit which consists of two good buggy motors geared to a single<br />
shaft. A phone call to Dave ascertained that these motors were 16 turn and rated<br />
at 200 watts. Whilst the power rating is a bit marginal, for this type of aeroplane<br />
I should only need full power for the take off, so I felt that this was a good enough<br />
start point - particularly since they were in stock!<br />
Stick Up<br />
After all this anguish over the power plant, it came as something of a relief to<br />
start sticking bits of balsa together. If you want to find out more about the<br />
construction, I recommend the RCSI review, which is also available on the TopFlite<br />
web site by the way. Meanwhile, the pictures should give you some idea of the<br />
construction. The general quality and fit was first class.<br />
E.F.-U.K. 25
Measure your building board before you start!<br />
Servos and Linkages<br />
As drawn, the DC3 uses nine servos in all: six standard ones (ailerons[2], flaps[2],<br />
elevator and rudder/tailwheel) and three micro servos (throttles[2], plus air valve<br />
for the retracts). This is one obvious opportunity for weight saving and, after<br />
some thought, Hitec HS81 servos were used throughout. I did though use the<br />
metal geared version for ailerons, elevator and rudder. These so far have proven<br />
to be up to the job, although one metal geared example does suffer from poor<br />
centring. Fortunately it is on the rudder/tailwheel and causes no problem.<br />
I very much liked the snake cum pushrod arrangements supplied for the rudder<br />
and elevator. These use quite slender piano wire, onto which short (1cm) sections<br />
of the snake inner are fitted at roughly 12" intervals (choose your own preferred<br />
units!). This assembly then slides into a light, thin-walled outer, giving you a<br />
wire pushrod, supported every foot or so. Low weight, low friction, no slop - very<br />
impressive.<br />
When I showed this to clubmate Clive, he rubbed his chin for a moment and then<br />
asked why I hadn't mounted the servos under the tailplane and dispensed with 2x<br />
60cm of linkage entirely! He was right of course, so I then spent several evenings<br />
working out how best to fit the servos in the tail and adapt the tailwheel and<br />
rudder linkages.<br />
26<br />
E.F.-U.K.
The DC3 has split trailing edge flaps, in three sections. They are a real fiddle to<br />
make, but look great when you finally get them working properly. Having now<br />
landed the model both with and without flaps, I can confirm they are well worth<br />
the trouble.<br />
Internal operation of split flaps<br />
The flaps are bottom hinged and I was somewhat surprised to see them operated<br />
by external pushrods under the wing, necessitating long, dangly horns. Since the<br />
HS81 and its servo horn fit easily within the depth of the wing, I opted instead to<br />
fit internal horns to the flaps, so the whole linkage is invisible. The only problem<br />
with this arrangement was in working out a way of assembling it all - the three<br />
sections of flap have to be slid together on their joiner rods and tubes, then offered<br />
up to their hinges as one piece. At some point in this process, the flap horns have<br />
to be engaged with the L-bends in the end of the pushrods. Several more evenings<br />
of fiddling and fettling can be attributed to this departure from the book, but this<br />
time I couldn't blame anyone but myself.<br />
Plastic bits<br />
The kit includes plastic mouldings for the engine cowls, rear tailcone, the cabin<br />
and the gigantic wing fairings. I was showing these to clubmate Mick, commenting<br />
on their high quality. Now, it seems Mick has been taking lessons from Clive on<br />
more than just flying - as soon as he rubbed his chin, I knew I was in trouble. If<br />
E.F.-U.K. 27
you need any spare mouldings for a 1/14 DC3, I'm your man! Well, at least I was<br />
allowed to use the cowls.<br />
If you are going to paint your DC3, there is no reason not to use the mouldings<br />
provided (but do check that the full size aircraft you are modelling actually had<br />
the tailcone fitted. I discovered that many military examples, including 'mine',<br />
didn't.) However, for reasons of weight and personal preference, I had decided to<br />
cover my 'Dak' in Profilm and, particularly in the case of the cabin and the wing<br />
fairings, I didn't fancy my chances of getting a good match with the painted plastic<br />
parts. I reckon that this particular decision added another fortnight onto the<br />
building programme but, again, I don't regret it. And yes, the cowls are painted<br />
and, no, they don't match the Profilm!<br />
Cockpit and Windows<br />
The instructions recommend you simulate the cabin windows by simply sticking<br />
on patches of black trim film, although they do give you the option of cutting out<br />
'real' windows if you wish. I built my wooden cabin with open windows then<br />
realised that this gave a beautiful view of bare balsa and I had neither the information<br />
nor the inclination to do a fully fitted out cockpit interior. The answer to this<br />
dilemma came somewhat surprisingly from my wife's hobby - patchwork.<br />
There is a material called template plastic which can best be described as the<br />
plastic equivalent of tinted glass. In truth, it is closer to frosted glass, having a<br />
rough finish on one side which diffuses the light just enough to let you think you<br />
can see through it, but without being able to make out any detail - perfect!<br />
There are of course lots more windows on the DC3 but I am afraid these got the<br />
black trim treatment. The overall effect though is not bad.<br />
28<br />
The finished model<br />
E.F.-U.K.
The Real Thing<br />
Although there are many full size examples to choose from, when it comes to<br />
colour schemes, most of them fall into one of two categories, either military<br />
camouflage or civil examples in bare aluminium with a coloured stripe of some<br />
sort down the side and a logo on the fin. I needed a colour scheme that was<br />
suitable for a Profilm finish, which ruled out the camouflaged specimens and I<br />
really wasn't keen on the aluminium look.<br />
Then I came across a couple of pictures of the Portpatrick Princess, operated by<br />
the Royal Aircraft Establishment, painted in the well known 'raspberry ripple'<br />
colours. I made a few enquiries and learned that the aircraft is still flying but is<br />
now with the Battle of Britain Memorial <strong>Flight</strong> and no longer sports the red white<br />
and blue colours. However, a call to the Defence Evaluation and Research Agency<br />
at Farnborough led to an invitation to peruse some photos from their archives<br />
and I was able to order copies of enough to create a reasonably faithful model.<br />
Maiden Fright<br />
If you decided, as I often do, to read this bit first, you may have been surprised not<br />
to find it at the end. Well, I reached the point in late June where the model,<br />
although far from finished, was basically covered and, once I could balance it and<br />
work out where and how to fit the battery, there was nothing in what remained to<br />
be done that would increase its chances of a successful first flight. I reckoned that<br />
Close-up of the nose, chowing the simple detailing used.<br />
E.F.-U.K. 29
I would enjoy the finishing and detailing a whole lot more if I knew for sure that<br />
it was all going to be worth it, so the flying programme was brought forward.<br />
Unfortunately the two 16 turn motors out of the Dave Chinery TG40 unit didn't<br />
quite live up to their early promise. One of them in particular substantially underperformed<br />
the other and spewed carbon out of the back! I took them both to be<br />
serviced and, although they both now perform similarly, they haven't quite come<br />
up to my original expectations (I may have over advanced the timing in my earlier<br />
tests, giving a somewhat optimistic impression).<br />
As well as being a bit down on power, the model also turned out a bit heavier than<br />
I had hoped, at around 9lb 8oz. This was though still within the 8-10lb range<br />
recommended for the i.c. version, so it should fly okay - if there is enough power!<br />
With flaps and air retracts, this is by far the most complicated model I have<br />
operated, so I took the precaution of writing out a couple of checklists; one to<br />
make sure I didn't leave anything at home (such as the pump for the retracts) and<br />
a pre-flight sequence, so that I didn't get the model all assembled only to discover<br />
that an important lead was still buried deep inside the wing.<br />
Call me paranoid if you like, but I also worked out a flight plan. The main objective<br />
of the flight would be to test the model's behaviour when the flaps were deployed,<br />
so that I could decide whether to use them for the landing. I also needed a take off<br />
circuit that didn't depend on clearing any trees!<br />
A fast taxi run indicated that the DC3 should be airborne just after the halfway<br />
point of the runway, which was reassuring, so the battery was topped up and the<br />
Dak was lined up ready to go.<br />
30<br />
Take-off!<br />
E.F.-U.K.
This time, my rudder thumb seemed a bit more nervous and the model weaved<br />
somewhat as it accelerated down the runway. As a result, the fence was looming<br />
by the time it lifted off, so there was no opportunity to skim along the strip letting<br />
the speed build up before starting to climb out. Once over the fence, I started a<br />
gentle right turn over the cornfield, but the model really needed more speed and<br />
we were still only about six feet above the corn!<br />
Halfway round that turn, and still struggling to gain height or speed, it became<br />
clear that the turn was not tight enough to clear the pit area. Not daring to bank<br />
any more steeply, I instead turned the other way and started a gentle 270 degree<br />
left turn, now flying at around ten feet altitude - and a long way away. Halfway<br />
round this turn and with another five feet of altitude gained, a brain cell or two<br />
somehow managed to disengage themselves from the task of stopping the model<br />
from falling out of the sky and put up a flag to their colleagues, saying 'gear!' I<br />
flicked the switch, up came the wheels and suddenly, maintaining speed was no<br />
longer a problem and a steady climb was at last established.<br />
After a few circuits, and the injection of a fair bit of up trim, the model was quite<br />
comfortable to fly, so it was time to test the flaps. Unfortunately this resulted in<br />
serious ballooning and the unscheduled exploration of the tip stall behaviour.<br />
This took the form of a 180° stall turn. Fortunately there was more than enough<br />
height to recover from the ensuing steep dive.<br />
Returning to the flight plan, a flapless landing was called and, although the elevator<br />
seemed to lack authority on the flair out, the touchdown was smooth, if a little<br />
fast and the model rolled down the strip to a halt. After a few deep breaths, I really<br />
enjoyed the taxiing back - even if my knees were shaking somewhat.<br />
Several lessons were learned from this short first flight. Adjusting the elevator<br />
trim and the flap/elevator mixing were no problem but, after replaying that<br />
frightening first circuit in my head several times over the next few days, I had to<br />
accept that the addition of a couple more cells would make it a much safer aeroplane.<br />
This was an unwelcome conclusion. First off it meant that the model would now<br />
get even heavier. In fact, when finished and equipped with 18 cells, it came out<br />
just on 10lbs.<br />
Second, whichever way I looked at my assortment of 7-cell and 8-cell packs, there<br />
was no sensible way to make up an 18-cell pack, so three 6-cell 2400 packs were<br />
purchased at great expense. Thirdly, three 6-cell packs don't fit where two 8-cell<br />
packs went! In fact the battery stowage arrangement was totally re-worked, the<br />
good news being that the new arrangement is actually much better.<br />
The static tests on 18 cells threw up a few teething troubles - a badly soldered<br />
brush braid on one motor and a chip falling out of the speed controller! Once<br />
these were sorted the rpm and current draw looked good, so off we went for flight<br />
No. 2. By now the cowls were fitted and some of the markings were in place so the<br />
model was beginning to look more like the real thing.<br />
E.F.-U.K. 31
<strong>Flight</strong> 2<br />
This time the wind direction meant that the climb out circuit had to be to the<br />
right, and had to clear the trees. I was glad I had gone for those extra cells! Sure<br />
enough, the take off was brisk and the climb out secure, although I had to hold<br />
down elevator in to moderate the climb.<br />
Unfortunately, deploying the flaps still resulted in a strong nose up pitching<br />
movement, which meant another flapless landing. This one was rather bouncy,<br />
which simultaneously tested the robustness of the retracts and the deliberate<br />
weak link in the battery retention system. After taxiing back with the belly hatch<br />
drooping somewhat, an inspection revealed no damage other than the breakage of<br />
the balsa sticks used to peg the battery in place.<br />
<strong>Flight</strong>s 3,4 & 5<br />
Having had my fill of flapless landings, I was determined this time to get the flap/<br />
elevator mixing sorted. The Multiplex Profi transmitter features a 'Digi adjuster'<br />
which enables any selected aspect of the Tx programming to be adjusted in flight.<br />
Using this, I was able to ease in just a little bit of flap and use the digi adjuster to<br />
re-trim the elevator. To my delight, when I then fed in more flap, no further<br />
adjustment was needed.<br />
<strong>Flight</strong> 3 ended with a smooth landing using half flap, <strong>Flight</strong> 4 was a repeat, this<br />
time using full flap. With the flaps deployed, there is no difficulty in extending the<br />
flair and quite a bit of speed can be bled off before touchdown. Just as well really,<br />
because on flight 5 I caught the grass at the side of the strip just after touchdown<br />
which sent the model hopping sideways down the runway on one wheel. The<br />
retracts survived that too - they are clearly stronger than they look!<br />
The model is now a joy to fly and I am now fine tuning it with a bit of throttle/<br />
elevator coupling to overcome the tendency to put its nose up a bit on take off<br />
(probably due to my reducing the recommended down-thrust a bit too much). The<br />
gear and flaps can now be operated without the need for elevator input from the<br />
pilot and the main flight controls are smooth and progressive. Power is now more<br />
than adequate as inadvertently demonstrated when I had to abort a fully flapped<br />
landing approach. I am still stretching the flight duration gradually. Discharging<br />
the battery after flight indicates that flights of 8 or 9 minutes should be possible.<br />
Some carbon discharge is evident from the motors, so it remains to be seen what<br />
the interval between brush changes will be.<br />
Finishing Touches<br />
Encouraged by the early flight tests, I was able to relax and enjoy the detailing of<br />
the model. I always agonise over just how much detail to include, and I still have<br />
more to do around the engine nacelles and cowlings. However, the model is now<br />
unmistakably the Portpatrick Princess (if only because it says so on the side of<br />
the cockpit!) and, for the present, I am enjoying flying it.<br />
32<br />
E.F.-U.K.
Motor Upgrade - April 2001<br />
Because of the short brush life (5 flights) experienced with the ferrite car motors,<br />
I decided to upgrade to Astro 035s. I kept the Graupner 10"x 7" three bladed<br />
propellers and the MEC gearboxes. The gear ratio was changed from 4.29:1 to<br />
3.33:1 by switching to 18 tooth pinions.<br />
The installation of Astro 035, MEC gearbox & Graupner 10” x 7” 3-bladed propeller<br />
Because of the protruding brush holder, the carburettor air scoops were added at<br />
the same time and hopefully direct more cooling air onto the brushgear. While<br />
working on the nacelles, I decided to make dummy engines and paint the propellers.<br />
Dummy engine and painted propellers.<br />
E.F.-U.K. 33
The biggest challenge in flying the model (apart from remembering to do the right<br />
things with retracts and flaps, which are all new to me), is judging how slowly to<br />
fly it. It feels very solid in the air even when slowed up but, climbing out after one<br />
moderately slow pass, the model pitched up steadily but uncontrollably, resulting<br />
in a rather graceful, not very scale-like and totally terrifying chandelle. Since<br />
then, I have dialled in a bit more down elevator mix on the throttle channel but<br />
fly-bys are still slow *or* low, but definitely not both!<br />
Airframe:<br />
Wingspan: 82.5"<br />
Weight:<br />
10lbs.<br />
Wing Area: 750 sq ins<br />
Wing Loading: 30.7 oz/ft 2<br />
Power system:<br />
Motors:<br />
Astro 035, wired in series<br />
Battery:<br />
18 x 2400mah<br />
Gearboxes: MEC Superboxes (3.33:1)<br />
Propellers: Graupner 3-bladed 10" x 7"<br />
Performance:<br />
Based on:<br />
7,200rpm at 27amps<br />
Power loading: 53W/lb.<br />
Calculated thrust: 5lb. 11oz.<br />
Typical duration: 6 - 7 minutes<br />
34<br />
Trevor (right) with the DC3 at a fly-in<br />
E.F.-U.K.
Flying the Starburst<br />
by Nick Fitton<br />
There is a tendency these days to use rhyming titles for articles. In the hope of<br />
starting a trend, the title of this article means exactly what it says. Where it has<br />
been necessary to quote measurements I use Imperial measure, without apology.<br />
The Starburst was my second E/F (<strong>Electric</strong> <strong>Flight</strong>) model, the first being the<br />
Early Bird on which I had learned E/F R/C flying following a long lay off from<br />
modelling. After the sedate Early Bird the Starburst was not a happy choice as a<br />
follow on project. The flying characteristics of these two models are as related as<br />
a Formula One car is to a jelly on springs. That both models are still in flying<br />
condition attests to the dogged persistence of the author and his skills retrieving<br />
bits of balsa from deep grass.<br />
As the reader may know the Starburst was designed by Duncan Hutson. It is a<br />
58½” span low wing aerobatic model with neither dihedral nor washout, and with<br />
inset ailerons. It is short coupled, with neutral stability in pitch and roll. It was<br />
designed for Speed 600 power on seven cells, an 8” x 4” prop and a flying weight<br />
of 3 lbs. If the model comes out slightly overweight as did mine at 3¼ lbs., this<br />
represents about 47 watts per pound (say 20 amps at 7.6 volts).<br />
The Skeleton of a Starburst<br />
As a newcomer to E/F I didn’t know that Speed motors are throwaway items and<br />
as such can be “missile rated” On eight cells at 30 amps with a Race 600, I could<br />
have achieved 80 W/lb, which is much healthier. The motor would not have lasted<br />
long at the high temperature, but so what (Editor - I’ve been using one at 36A<br />
static for about 2 years now with no obvious ill effects).<br />
However, I had no knowledge of the Watts per pound guidelines, or indeed that<br />
there were any such guidelines. Had I known my 8.4-volt Speed 600 BB SP would<br />
be operating at some 47 – 50 W/lb, I would have had a rethink. RCM&E stated<br />
that Duncan Hutson can fly the full schedule on Speed 600 power and I’ve no<br />
doubt he can. In a previous article I expressed the opinion that many E/F models<br />
have just enough power to get one into trouble, and the Starburst at 50 W/lb is<br />
one such case. I was soon to discover this.<br />
When I read the RCM&E review of the kit, I thought this is just the model for me<br />
E.F.-U.K. 35
– after all, didn’t I once own a full-size Chipmunk, not to mention experience<br />
flying Tiger Moth’s and Stampes If you are interested in the full-size, they were<br />
Moth’s G-ACDC, G-AXBZ and Stampe G-ATKC at Fairoaks and Redhill. A piddly<br />
little model would be a doddle to an ace like me! I was to discover that flying a<br />
neutrally stable and highly responsive low wing model was more difficult than<br />
flying the real thing.<br />
Having learned to throw the Early Bird around without having to take a bin bag<br />
to the flying site, my test pilot Nigel and I and set off for the flying field with my<br />
built-to-perfection Starburst. At least I had the humility to realise that I should<br />
employ the services of an experienced pilot for the first flight.<br />
In the full size world of aviation I had learned a hard, and nearly fatal lesson that<br />
pre flight and pre take off checks were essential. I had also had a nearly fatal<br />
experience because of misinterpretation of the “you have control” – “I have control”<br />
convention, more of which later.<br />
Thus I was determined to get it right, even in the world of model aeroplanes. So<br />
having checked the model thoroughly, or so I thought, I handed the T/X to Nigel<br />
with the injunction, “you have control”. On his command I launched my pride<br />
and joy heavenward. At 50 W/lb the rate of climb was hardly homesick angel stuff,<br />
but adequate, as they say.<br />
There was no sink on take off and I commented so to Nigel, who made no response.<br />
The impressive swoops and swerves told me he was enjoying himself, and I made<br />
some suitable comment, expecting to receive a plaudit for my building skills –<br />
again, no answer. Commenting on the attempted flick roll produced the response<br />
“for Christ’s sake shut up”. That’s not very nice on a Thursday, I thought, and<br />
turned to remonstrate with him.<br />
Only then did I see his face which was a picture of desperate concentration. It was<br />
apparent he only had marginal control and I realised I would be lucky not to be<br />
filling a bin bag in a few minutes. To make his life more interesting I had<br />
thoughtfully covered the model in white Solarfilm with blue Solartrim, carefully<br />
making the top and undersides identical - well, how was I to know<br />
Having thrashed around the sky to gain height Nigel eventually established a<br />
degree of control, but the subsequent landing was a frightening affair saved only<br />
by the long grass and Nigel’s youthful reactions.<br />
An aerodynamicist by profession, Nigel said the CG was too far aft and asked if I<br />
had checked it. Evasively I replied that I built the model exactly to spec, the CG<br />
must be OK, but I owned up to not checking it: so much for my pre-flight checks!<br />
After showing Nigel my birth certificate to refute his allegations about my<br />
parentage, we checked the CG to discover it was so far aft as to make the model<br />
almost unflyable. At this point I remembered the instructions had said to build<br />
the tail light, an injunction I had not bothered about.<br />
36<br />
E.F.-U.K.
The normal battery location and hatch for a Starburst<br />
A call to Duncan Hutson revealed that one might have to add an ounce or so of<br />
lead, this conveniently not stated in the instructions. Now like most E/F modellers,<br />
I am incapable of willingly adding lead. Parasitic weight is, in Billy Connolly’s<br />
famous comment, “about as welcome a fart in a space suit” – colourful if coarse!<br />
My solution was to turn the pack round so that the seventh cell was now forward.<br />
This produced some improvement but not enough, so I cut away the forward ply<br />
former to enable me to push the pack so far forward that the seventh cell was<br />
within a few thou’ of the motor terminals. This helped greatly but I had to devise<br />
a new means of securing the top hatch. It also meant I had to re route the power<br />
cables from the pack to the Schulze ESC, thus putting them very close to the Rx.<br />
This is not good practice, so I wrapped the RX in foil, and have had no problems.<br />
These mods put the CG aft of the ideal position by approx ½”, a great improvement<br />
so I decided to fly. This was a bad decision as the Starburst probably in common<br />
with most aircraft, is very sensitive to CG. My test pilot, with ill concealed<br />
apprehension once again took to the skies and discovered that the model, whilst<br />
flyable, was still very twitchy. He felt sufficiently confident to give me the Tx for<br />
my first twiddle on the sticks. I was horrified to find just how twitchy it was,<br />
especially compared to the Early Bird, so I hurriedly gave the Tx back to Nigel.<br />
Still determined to avoid adding lead I took the plunge and carried out a major<br />
mod to move the motor forward. This had the added benefit of making the nose<br />
more streamlined by way of an 8” x 4½” CAM folder.<br />
The CG was now too far forward, but was easily corrected by moving the battery<br />
aft on its Velcro bed. Nigel was still the main pilot, but I was gaining confidence<br />
with every flight. The aeroplane now flew well, but the twitchness together with<br />
orientation difficulties made flying a trial – modelling should be pleasant!<br />
Having made so many mods, and with new RC-2400’s, I felt Nigel should have the<br />
first flight (just in case) but he made a sudden and inexplicable decision to emigrate.<br />
So off to the flying field myself, solo for the first time! Although apprehensive, I<br />
knew the aeroplane flew, so nothing could go wrong, right – wrong!<br />
E.F.-U.K. 37
Because my flying field is rough grass I have to hand launch, so full of expectation<br />
I ran the Speed 600 up to its full magnificence, and urged the model skyward – the<br />
word “hurl” upsets me. I remained calm and detached as I picked wreckage out of<br />
the grass a few yards from my feet, the smell of instantly cut grass mingling<br />
enticingly with that of melting backplate.<br />
The impossible had happened - what could it be This is your chance, reader, to<br />
solve the riddle. Answer at the end of the article. First correct answer wins a<br />
week’s holiday in Wigan. Second, two weeks in Wigan.<br />
Re-building is (sometimes) quicker than starting from scratch, and I soon had the<br />
beastie ready for flight. At long last I achieved success, or at least partial success,<br />
as the model sometimes seemed to be flying me, rather than visa versa. My early<br />
flights were barely survivable affairs, culminating in damaging landings. An ancient<br />
Chinese curse is “may you live in interesting times”. As I already said I was hand<br />
launching over rough grass and, landings were always going to be interesting.<br />
I had been advised to leave the U/C off, but my theory was that the torsion U/C<br />
would absorb the impact of landing. I say impact as the Starburst glides fast<br />
(“quite quickly” it says pleasantly in the flying notes), and it’s so aerodynamically<br />
clean it is difficult to bleed off speed. Consequently there is always the temptation<br />
to “lead sled” it when within easy reach of the launch point. Kinetic energy is a<br />
function of velocity squared, so landing twice as fast as necessary means one has<br />
four times the energy to dissipate. In my case some was dissipated by the U/C, the<br />
remainder by the wing tearing itself out by the roots.<br />
This was to be a frequent occurrence until I modified the wing mounting method<br />
by making a 1/8th ply plate running right through the fuselage, as opposed to<br />
slotting into the thin ply fuselage doublers as in the original design. I think the<br />
original wing bolt was steel, but I can’t remember. If it was I now replaced it with<br />
a frangible (good word that!) plastic one.<br />
To make hand launching easier I took the U/C off and built in some thumb slots.<br />
This indeed made T/O easier as I could get a better push: as a added benefit, it<br />
saved over two ounces of weight.<br />
It did however make landing more difficult, as anything other than a completely<br />
wings level landing produced a ground loop. The rotational energy imparted to the<br />
battery pack was now dissipated by the long suffering wing / fuselage joint, which<br />
sometimes gave up the fight.<br />
The reader must be wondering if my luck was about to change, and sure enough it<br />
did, for the worse!<br />
Now the mighty Speed 600 BB SP began to loose power, probably due to lack of<br />
cooling. Aerobatics, never enthralling on 50 W/lb, became positively dangerous<br />
due to lack of speed and thrust. I read in S&E Modeler that a ferrite will loose 43%<br />
of its power due to poor cooling. I partially solved this by drilling the spinner and<br />
backplate, but it was evident that I needed a better power plant.<br />
38<br />
E.F.-U.K.
I had changed the Early Bird power train from the “powerful 540” of the advertising<br />
blurb to a 7.2 volt Speed 500 RACE No.1789 mated to a Graupner gearbox turning<br />
an 11” x 8” CAM folder. This combination was a great success so I resolved to try<br />
it in the Starburst. Once again, more mods to the rapidly lengthening nose and<br />
presto, a massive gain in performance.<br />
Not only that, I discovered that if I did not use the ESC’s brake option, thus<br />
allowing the prop to freewheel, the additional drag helped to bleed of speed for<br />
landing. I had by this time learned to get the speed back whilst downwind, trimming<br />
aft, making the turn on to finals at stall speed plus a healthy smidgen.<br />
As the Starburst has no washout it has the endearing habit of dropping a wing at<br />
the stall – this is bad news at 5’. To make landings even more exciting, my particular<br />
model has a little wash-in on one wing. I also discovered that if it were necessary<br />
to overshoot, the amount of aft trim used for the preceding approach meant that<br />
the elevator did not have sufficient authority to control the pitch up on application<br />
of full power – why do fellow club members down trannies to watch my landings!<br />
I have now tamed the Starburst and no longer fear it. It has cost two major rebuilds<br />
and innumerable repairs, but in the process I have learned a lot. Following one<br />
major crash due to disorientation the HS81 servo gears stripped, so now I use<br />
81MG’s for all my E/F models. The Starburst is now so much repaired and modified<br />
that it must be overweight, and is now my test bed for new drive train ideas and<br />
for rough and ready sessions.<br />
The model is close to retirement as I am starting to worry about its structural<br />
integrity at the higher powers I am using. This is not to reflect on the soundness<br />
of Hutson’s design, merely on the fact that so many repairs have been done. I refer<br />
you to the Omagh Model Flying Club website, www.omagh-mfc.co.uk, you might<br />
find more pictures of me and my Starburst.<br />
My Starburst now has a 35000 rpm Kyosho Xspeed buggy motor, timing advance<br />
fixed at 20 0 , with a Graupner 2.8:1 gearbox, 8 RC-2400 cells and CAM 9”x5”,<br />
pulling 29A. I chose the Xspeed solely because it was the only buggy motor in the<br />
shop – my logic was that it must be better than the 500 Race and at under £20 I<br />
might as well try it. The model now flies with great authority and in the right<br />
hands will fly the book. It can just about do a vertical roll from straight & level.<br />
The final step in taming the Starburst was the use of 70% negative exponential on<br />
ailerons and elevator. This greatly reduces the sensitivity, yet does not compromise<br />
aerobatic capability at my modest level. The control response, particularly on finals<br />
at low speed, is far less unforgiving of coarse stick inputs.<br />
Before Duncan Hutson ceased production I bought a second Starburst kit. This is<br />
awaiting next winter as a building project and I will incorporate my painfully<br />
learned mods. If Duncan Hutson reads this I would plead with him to get someone<br />
(Peter Ross) to take over the production of this outstanding aeroplane. Along with<br />
the Crossfire, it’s far too good to be left out of the inventory of electric models. If<br />
anyone personally knows Duncan, please ask him.<br />
E.F.-U.K. 39
Nick Fitton with his Crossfire (left), Starburst (right) and Early Bird (bottom)<br />
My new Starburst will be powered by a Kyosho Atomic Force 17T on 8 cells, a<br />
Moorcraft 3.9 box with a CAM 11” x 8” folder. MotoCalc predicts 81W/lb, a motor<br />
efficiency of 81%, 29 amps, and 36 ozs thrust. Motor temp is predicted as 72 o C,<br />
which is OK for a ferrite. As soon as I can get them I intend using the new CP-<br />
1700 2/3 Sub-C cells, which will boost the Watts/lb. figure.<br />
I chose the Atomic Force because someone in ezonemag.com raved about its big<br />
brushes, ball bearings, light weight, could be timed, and was cheap. MotoCalc has<br />
the constants for most Kyosho motors, and I have a policy of not buying any<br />
motor for which the constants are not quoted. I can measure them myself now,<br />
but why bother<br />
I have learned some very important points since I entered E <strong>Flight</strong>. In no particular<br />
order of importance, they are: -<br />
1. Get MotoCalc or similar. It really is essential given the vast number of<br />
possible permutations and combinations of drive train components.<br />
2. Only use motors for which the constants are quoted. If you have to measure<br />
them, Kv and Io are easy, but Rm must be calculated statistically from a number<br />
of measured results. Do we use the mean, median or mode value<br />
3. Keep to one type of speed controller and connector for all your models.<br />
Sooner or later you will want to interchange components. I use Schulze controllers<br />
and their 3.5mm gold connectors exclusively.<br />
40<br />
E.F.-U.K.
4. Fly your models as you would the real thing – i.e. do pre-T/O checks, plan<br />
circuit direction with respect to obstacles and wind. Reduce speed on the downwind<br />
leg. A good landing is one not requiring the use of a bin bag!<br />
5. Check CG – author please note!<br />
6. Generally speaking, geared installations are better than direct drive, except<br />
with low Kv motors. A gearbox will help to overcome the inherent deficiencies of<br />
the ferrite motor, i.e. low efficiency & temperature resistance. Having said that I<br />
use a direct drive Irvine Cobalt 0507 (identical to Maxx 1507) in my Crossfire on<br />
8 cells. Is this the ideal all round electric model<br />
To finish this article, I’ll tell you how I nearly killed myself by way of the “you<br />
have control” – “I have control” protocol. I had just purchased the Chipmunk<br />
and with uncharacteristic caution decided I should get someone to check me out.<br />
The hero I chose was a professional Irish pilot – (no jokes please), a BAe 146<br />
jockey. To avoid being sued for libel I shall call him XXX, not his real name.<br />
With XXX humming happily in the back, my take off was uneventful. A climb to<br />
2000’ for some general handling and a stall or two – yes, I KNOW one should be<br />
higher for stall practice, but we were time limited as the bar was about to open.<br />
Returning to Newtownards, XXX said, “oi’ll take de ting” (the Southern Irish<br />
can’t pronounce the “th” sound) so I said, “you have control” – answered as<br />
expected by “oi have control”. Some serious split arsing around the airfield followed,<br />
seldom exceeding 700'. After a few minutes I noticed we were in a left-hand spiral,<br />
speed increasing, altimeter needle unwinding towards the makers name. Just before<br />
it started to read in fathoms I said jokingly “are you flying this, XXX” A distinct<br />
pause was followed by “pardon” I repeated the question, this time my voice an<br />
octave higher. “….oi don’t tink oi am” said XXX casually.<br />
How I missed terra firma I don’t know, but I did and landed shakily, with XXX<br />
now engaged enthusiastically on “John Browns Body”. To cap it all a comedian in<br />
the bar said, “that looked impressive” and would I please do it again<br />
I swear to this day XXX had not handed control back to me.<br />
I wonder what he hummed after “John Browns Body” Probably the old wartime<br />
pilots song “They scraped him off the runway like a lump of strawberry jam”<br />
which is sung to the same tune!<br />
Quiz answer. I had forgotten to put Velcro on the new 2400 pack. Consequently, it<br />
slid fully aft – ‘nuff said!<br />
Editor: The first two photographs are of a different Starburst and are included (by<br />
me) for general information.<br />
E.F.-U.K. 41
Traunreut 2002<br />
by David Theunissen<br />
OK, hands up those who are crazy enough to leave home at 4 am, drive to Folkestone<br />
to catch a 6am train, and then spend another 11 hours driving across Europe to<br />
crash model aeroplanes. Not many; I thought not. Well, that’s I what I did in the<br />
middle of May.<br />
My job requires me to travel a bit, and since I was at home with (almost) nothing<br />
better to do, I thought I would take the opportunity to attend the Traunreut<br />
event. Most of you probably subscribe to QEFI so I will not repeat what I have<br />
submitted to them. The site is located in Bavaria, almost as far as Salzburg in<br />
Austria. Mike Payne normally attends, and being a clever guy, he flies out. Not<br />
only is it quicker but cheaper too. Channel crossings are expensive exercises.<br />
Well, I knew that the Germans had not seen my Fly Baby yet, and being such a<br />
great model, I thought I should take this with me. Sadly, I brought it back in<br />
pieces (not my fault, promise) but it did perform nicely a few times. I took my<br />
Stearman along as backup. It too performed well until the rate settings went from<br />
0% to +255% between flights which suggested to me I should quit before I lost<br />
this model too. The Stearman was duly grounded and made it safely home!<br />
The event is advertised as ‘semi-scale’. The AndNow model is so impressive and,<br />
as it originated in Germany, I thought it fitting to demonstrate this end of the size<br />
range too. However, the model is not scale, so I decided I needed a scale version. I<br />
searched for 3-views of suitable models on the web and this led to the Extra 300<br />
42<br />
Franz Schmid’s 5.2m, 9.9kg Bleriot XI (No. 10).<br />
E.F.-U.K.
which I built. The model has a reasonably accurate profile fuselage, with the<br />
flying surfaces are somewhere between scale and those of the AndNow. Good enough<br />
for a depron model which is going to get beaten up the first time I fly indoors. If<br />
you want a souped up version of the AndNow, which also passes as scale model<br />
take a look at www.flyelectric.ukgateway.net/indoor.htm#extra. This model<br />
is still being developed so if you can suggest improvements, please do.<br />
As mentioned, the event is advertised as a semi-scale event, and most planes are<br />
scale. However, there are also a fair number of sport models, particularly on the<br />
Thursday/Friday of the event. The full list is published later, from which you can<br />
see all the models entered. The planes are generally big, which is what you would<br />
expect from a major event, but even so it is impressive.<br />
Franz Schmid’s models help bring up the averages, but even so, there were many<br />
other large models. Franz’s main models ranged from the baby 17 ft Bleriot to the<br />
new 34 ft Horten with the 22 ft Klemm in between. His ‘sport’ model was a Bellanca<br />
Citabria with an 8ft wing and 30 cells! This one was a little tatty but was hugely<br />
over-powered and he let rip with some low knife-edge flight and other silly<br />
manoeuvres. These models all fit inside one van, although this year he had to<br />
have the rear door partially open with pieces of plastic-covered wing protruding.<br />
Another person who made me feel green with envy was Klaus Seidel. His SE 5a is<br />
larger than my Stearman but only a third of the weight! OK mine was built to<br />
F4C standards and I have many moulded components because I want to make a<br />
spare at the time. However, Klaus’ model performs exceedingly well. Flat spins<br />
Klaus Seidel and his 2.0m span, 2.9kg RAF SE5a (No. 66).<br />
E.F.-U.K. 43
Ralf Dvorak’s “El Bandito” 1.23m span EDF models, & launch ramp (No. 20 & 21).<br />
from almost no height and frolicking about with abandon just a few feet from the<br />
deck is ‘Bubbles’ type behaviour, it’s rare to see nice scale biplanes have such nice<br />
characteristics! He and a few others flew large models on 10 cells with high gearing<br />
and large props. An interesting way to go with large models.<br />
Ralf Dvorak is an airline pilot in real life, and has developed a fast ducted fan<br />
model which he calls ‘El Bandito’. Bob Violet apparently has a larger model called<br />
the Bandit which is very successful in IC circles. Ralf’s model is electric powered<br />
and similar to the Bandit is shape and profile, hence the name. Nothing has actually<br />
been copied but the lines are similar enough to have a similar name.<br />
I know nothing about EDF and could not compare the speed with any other, but<br />
the fact that the model was at least as fast as the others on display, and he flew<br />
such long times (7 minutes on 2400’s), meant the model had to be very capable.<br />
EDF has the reputation of only looking good at full throttle, and this will typically<br />
only give 3 to 4 minute flights. The mouldings for Ralf’s kit are make in the Czech<br />
Republic and you can contact him through his web site www.rd-jets.de. Ralf speaks<br />
excellent English.<br />
Franz Stockinger deserves special mention. He is the main contact for the event<br />
and also speaks excellent English to help us hopeless foreigners. He happily arranged<br />
accommodation for me at a very cheap and very comfortable B&B which was just<br />
5 minutes from the site. 15 euros is not bad for a large room, quiet setting and<br />
generous breakfast. When is Britain adopting the euro Oops, sorry, but the “single<br />
currency” does make travelling on the Continent very easy. Franz flew a couple of<br />
bipes, one a Sopworth Tabloid (I know that because of the large letters down the<br />
side of the fuz!) and the other a Rheinland Schalbe.<br />
44<br />
E.F.-U.K.
Franz Stockinger and his red Rheinland Schalbe, 1.6m and 4.75kg (No. 15).<br />
I beat Franz up as representative of the whole of Germany: too many scale models<br />
had no pilot! The planes look dreadful in flight!!! Even a profile depron head would<br />
improve the effect immeasurably. I’m not returning until every scale model has a<br />
pilot (well, unless Franz Schmid builds another huge model). Thanks for all your<br />
hard work in making my visit and the event a success, Franz. I know there is a<br />
large team in addition to Franz so forgive me for not mentioning them by name.<br />
There were also many other superb models and flyers (some even had pilots), but<br />
it’s difficult to keep track. I’m fond on the Actro motors but for the adventurous<br />
and engineering oriented, the homemade LRK motors covered in the last EF-UK<br />
look very impressive in the flesh. Every component can be bought at events such<br />
as these, but decide what you want before attending, perhaps with alternatives,<br />
as the choice is vast.<br />
Steve Pinder is an ex Brit now living in Munich. He alerted me to a new material<br />
with which he is experimenting. It is called ‘Selitac’ and is basically 2mm Depron<br />
which comes as a 1x15m roll. It has a very pronounced grain, so much so that the<br />
‘weak’ direction can fold to about a 1/8 inch diameter without creasing. The ‘strong’<br />
direction is similar in strength to normal Depron sheets of similar thickness. It is<br />
difficult to use due to the natural curvature, but it would be ideal for dual skin<br />
applications (wings and fuz’s). I made a Pibros using the material. With 3mm<br />
Depron ribs spaced 100mm apart, the skin looked a bit ‘starved’. However, 50mm<br />
(2 inch) spacing should be ideal for ‘built up’ wings and a single section could be<br />
used to form both upper and lower surfaces with a perfect continuous curve around<br />
E.F.-U.K. 45
The 2.96m span, 8.8kg Lufthansa Douglas DC3 of Charlie Binder (No. 16).<br />
the leading edge if required. 3mm Depron weighs about 135g per square meter;<br />
this stuff weighs 82g for the same area. The material is used as a floor underlay to<br />
reduce tread noise. I bought mine from ‘OBI’ in Germany but other DIY stores<br />
which specialise in wooden flooring should stock it. One roll cost under 18 euros<br />
(£12). I don’t know if it is available in the UK.<br />
Well, that’s it for now. Jan will no doubt publish as many pictures as he can.<br />
Email me if you have any queries dwt@ukgateway.net.<br />
46<br />
The Dorner of Georg Höfelschweiger, 2m span and weighs 1.8kg (No. 37).<br />
E.F.-U.K.
Franz Schmid plus helpers ready the Horten IIIe for flight. This huge model is 10.5m<br />
spand and weighs 19.9kg (No. 11).<br />
The Horten IIIe (No. 11) of Franz Schmid takes to the air.<br />
E.F.-U.K. 47
This shows the amount of work that Franz Schmid has undertaken into creating the<br />
Horten IIIe (No. 11). Each rib is constructed in this manner and, dut to the tapering<br />
wing, only 2 ribs of each size are required.<br />
The 2.2m, 4.8kg Dornier 328 of Wilfried Theuerlein (No. 77 background) and<br />
the 1.8m span and 3.8kg BAe 146 of Helmut Thurner (No. 74 foreground).<br />
48<br />
E.F.-U.K.
Top & bottom: The 2.0m span, 2.2kg Sopwith Tabloid of Franz Stockinger (No. 14).
An excellently turned out Saab 105 OE “Tiger” from Andreas Pohn, 1.29m span and<br />
2.7kg weight (No. 56).<br />
Goerg Höfelschweiger’s 2.84m span, 6.0kg Fiesler Storch (No. 38).
Bruno Schmalzgruber and his Gotha Go 151 (No. 68), 2.48m and 5.6kg<br />
The Siebel Fh 104<br />
“Hallore” (No. 40) of<br />
Christian Hoffman,<br />
2.4m span and 6.3kg,<br />
doing a low flypast<br />
with the<br />
undercarriage<br />
retracted.<br />
E.F.-U.K. 51
52<br />
E.F.-U.K.
E.F.-U.K. 53
54<br />
E.F.-U.K.
E.F.-U.K. 55
The Siebel Fh 104 “Hallore” (No. 40) of Christian Hoffman back in the pits.<br />
In the background is the 1.4m span, 1.6kg, Bristol Beaufighter Mk 6 (No. 58) of Andreas<br />
Pohn, and in the foreground the 1.36m, 1.65kg, Mitchell B25 (No. 26) of Uwe Forster.<br />
56<br />
E.F.-U.K.
The BMFA Southern Area<br />
<strong>Electric</strong> Fly-In<br />
at Winchester MAC on 16 June 2002<br />
by Jan Bassett<br />
The predicted weather wasn’t exactly inspiring, with the 4 different sources checked<br />
giving differing gloomy forecasts. Not the ideal day for a fly-in with the average<br />
forecast being intermittent fog and a 10% chance of rain. Still, as the site is only<br />
about 80 miles away it was worth making the effort. During the drive to the site,<br />
it turned out that all the forecasts where correct as the weather varied from light<br />
rain in fog to dull overcast on the way.<br />
I arrived at the site at 9.30am to find over a dozen other pilot’s had already<br />
arrived, and general preparations were under way. It was extremely mirky and<br />
everyone was taking their time, hoping for an improvement in the weather.<br />
A shot along the pits at about 10:30am<br />
The site is quite large and immaculately prepared with the grass mown short and<br />
the surface good. A pits area and pilot’s box had been marked on the grass which<br />
was useful. Surrounding the ‘patch’ on two sides was a 3’ high crop, with long<br />
grass on a third and trees behind the pits and parking.<br />
Around 10:30am, in poor visibility due to mist, the first pilot decided to take-off<br />
and promptly vanished into low cloud at about 50ft. Having flown a couple of<br />
circuits he wisely landed and the waiting continued. The conditions did improve<br />
and by 11am the cloud had lift to around 200ft and the mist had cleared slighty.<br />
E.F.-U.K. 57
This is Cyril Carr’s collection of Avro Vulcan, Convair XFY-1 Pogo, de Havilland Hornet<br />
and profile Bede BD5. The Convair was a vertical take-off aircraft originally powered<br />
by two engines driving contra-rotating propellers. The model is powered by a single<br />
Perkins 480 motor with Mini Olympus gearbox, driving 2x 3-blade propellers that<br />
rotate in the same direction.<br />
This prompted a number of pilot’s to brave the elements. Aerobatics could be<br />
flown provided you pulled the tight, or didn’t mind disappearing at the top of<br />
loops and stall turns.<br />
The Winchester MAC provided a barbecue at lunch time, with free sausages and<br />
bread rolls to all attendees. This was definitely appreciated by everyone there, and<br />
it also coincided with the weather clamping down again, limiting flying.<br />
It was diffcult to judge the height and distance over the crop, and it managed to<br />
catch a few models (including one of mine due to undershooting). The grass remained<br />
damp, because of the mist, and the long grass caught a number of models as they<br />
slid off the patch (sometimes when the model touched down before half way across).<br />
The All-Up-Last-Down competition was due to start at 1pm, but was delayed until<br />
2pm to allow the weather to improve. Despite poor conditions the winner completed<br />
a flight over well over an hour!<br />
The mist persisted throughout the day to a great of lesser extent, and was joined.<br />
periodically by a few spots of rain. Apparently just 5 miles down the road it had<br />
been raining all morning. Considering the weather, the turn-out was good with<br />
several interesting models. I have tried to pick the highlights to give a flavour of<br />
the models present.<br />
My thanks, and I’m sure that of all pilot’s attending, goes to the Winchester MAC<br />
for an excellent event<br />
58<br />
E.F.-U.K.
Three models brought by Brian Jones. The Red Baron was stunning and is powered by a<br />
brushless motor and propeller on 12 RC-2000 cells. It really tore around the<br />
sky, along with almost identical model of Kevin Saunders (in the foreground below),<br />
with supreme authority. The F9F Panther flew really well and sounded the part. It is<br />
powered by a Plettenberg 200/20/7 motor on 16 RC-2000, driving a WeMoTec Midi-fan.<br />
The Starfighter hadn’t flown before the event so remained on the ground. This has a very<br />
small wing area and is powered by a Graupner Speed 480 Race BB motor on 10 CP-<br />
1300 cells driving a WeMoTec 480 fan.<br />
Certainly the fastest<br />
model (silver model<br />
in foreground)<br />
belonged to Kevin<br />
Saunders. This small<br />
EDF model running<br />
on only 6 cells was<br />
phenomenally quick<br />
and had excellent<br />
duration. It used a<br />
home made carbon<br />
fan, which Jepé may<br />
produce .It is also<br />
flown on 8 cells,<br />
when it goes even<br />
quicker!<br />
E.F.-U.K. 59
Also extremely interesting was Cyril’s de Havilland Hornet, which can be configured as<br />
either the NF Mk 21 or F Mk 20 variants. The photograph on the front cover shows the<br />
NF Mk 21 variant, and the picture below the F Mk 20. The model is 54" span and<br />
powered by 2 Kyosho Xmotors in series, driving Master 2.5:1 gearboxes. This<br />
combination and the 16 Sub-C cells will provide 2.5lbs thrust per motor.<br />
The photograph shows the model fitted with the dummy propeller blades. Each spinner<br />
had been drilled and tapped to take two additional blades. The propeller blades are<br />
drilled and fitted with the M3 studs and are screwed in for display and removed for<br />
flight. The fitting and removal is extremely easy and quick. I’ve finally found a use for<br />
all those one bladed propellers I’ve been hoarding.<br />
The model is fitted with home made retracts to get the required retraction angle (~105°).<br />
Flying weight expected to be 7 lb. The models has not yet flown, but is very close.<br />
Pitcured here are the<br />
Stearman, the “Endo<br />
Plasma” Speedy Bee<br />
and Depron Extra 300<br />
of David Theunissen<br />
and the Elipstik,<br />
Aquila and Depron<br />
Extra 300 of<br />
60<br />
E.F.-U.K.
Electrifying the Sunday Flyer<br />
by Mike Pirie<br />
A well-known law of aeromodelling states that when you have a new model to fly,<br />
the weather turns against you. Here in Aberdeen, the awful weather of late May<br />
/ early June certainly put paid to any thoughts of possible 'Blenheim' flying, and<br />
frustration levels were building up. I couldn't just keep pacing the house like a<br />
bear with a sore head forever, so I had to find a 'fill-in' project to tide me over.<br />
My Sunday Flyer (plan RC 1595) had been stripped of its Vega 25 four-stroke<br />
engine last year with a view to an electric conversion, so this seemed to fit the bill.<br />
The motor I had in mind was the AP-29L, which was now spare since purchasing<br />
a Plettenberg for my Kyosho T33. Having estimated the flying weight of the electric<br />
Sunday Flyer at about 1600g, I was reckoning on a power input of about 180W<br />
for a successful ROG (using the 50 watts/lb rule of thumb). With a wing loading of<br />
about 12oz/sq.ft, I suspected that this figure was probably more than enough.<br />
A word with Gordon Tarling established the desired current levels for this motor.<br />
The recommended maximum is 25 amps, but it can be pushed to 30 or 35 amps at<br />
Mike and his Sunday Flyer.<br />
E.F.-U.K. 61
the expense of motor life. So for my 180 watts I was looking at 25 to 30 amps and<br />
6 or 7 cells. A session with MotoCalc told me the motor would turn a 10" x 6”<br />
propeller with 3:1 gearing and would draw 25 amps on 6 cells.<br />
This seemed too good to be true, as the Vega engine turned a similar sized propeller.<br />
The MotoCalc 'in-flight' results showed that the plane would fly very well, and<br />
this was confirmed by ElectriCalc (although it was a little optimistic). So, satisfied<br />
that I had found a suitable power train, I immediately sent off to Gordon Tarling<br />
for a Modelair-Tech Belt Drive, and set about the modifications to the model. I<br />
had a 10” x 7” folding propeller available so I decided to use that.<br />
The first thing to do was to strip the fuselage of its oil-soaked tissue. After this, I<br />
set about stripping out the redundant items such as the fuel tank and throttle<br />
servo, and stripping the nose back to the first bulkhead (except for the top<br />
planking). Eighty per cent of the ply bulkhead was removed and a lite-ply former<br />
installed further forward as a support for the belt-drive. The wheels were replaced<br />
with 75mm sponge wheels from Graham McAllister. A lite-ply battery tray was<br />
designed and fitted, and the nose built up again with soft balsa. The fuselage was<br />
covered in polyester tissue from Mike Woodhouse.<br />
It was at this point that I made the happy discovery. An oz. of lead had been used<br />
at the tail of the model to achieve the C of G, which was promptly removed. I was<br />
very impressed with the polyester tissue. At 25g/m2, it is not much heavier than<br />
doped tissue and much tougher. Best of all, it only needs one coat of 50/50 dope. At<br />
the end, the model was weighed and was 1440g - 30g lighter than the i.c. version!<br />
As luck would have it, and in complete defiance of the aforementioned law, the<br />
completion of the model happily coincided with a calm sunny morning. So I was<br />
off to the local park with my plane and a brand new 6-cell pack of the new Sanyo<br />
RC-3000HVs. Nose into the wind, and full throttle applied, the Sunday Flyer<br />
performed a perfect ground loop - oops - wrong stick - it's rudder/elevator only!<br />
On the second attempt, this time using the aileron stick to steer rather than the<br />
rudder stick, a successful take-off was achieved. Climbing smartly into the breeze,<br />
it was soon at about 100 feet. I throttled back gradually, until, at quarter throttle,<br />
it eventually stopped climbing! After eleven minutes of pleasant flying, gentle<br />
aerobatics and general stooging around, I was back on the ground - a great first<br />
flight. Subsequent flights have been no less successful, the best duration to date<br />
being twelve and a half minutes. Now where's that Mannock!<br />
Specification:<br />
Wing Span: 46½” 118 cm Wing Area: 668 in 2 43.1 dm 2<br />
Weight: 51 oz. 1.44kg Wing Loading: 11.0 oz/ft 2 33.4 g/dm 2<br />
Power/Weight: 47 W / lb. <strong>Flight</strong> Time: ~11 minutes<br />
Equipment: Kyosho AP29L, Modelair-Tech H-50x0 belt-drive 3:1,<br />
Aero-Naut 10” x 7” folder, Schulze slim-50be,<br />
6 x Sanyo RC-3000HV NiMH cells<br />
62<br />
E.F.-U.K.
FOR SALE / WANTED<br />
Member's Sales & Wants<br />
For Sale on behalf of the estate of the late Sqn Ldr Ken Wood, MBE. All reasonable<br />
offers considered as his daughter mainly wants them to go to a good home. The<br />
models are all fully built and shipping would be difficult. Delivery and/or viewing<br />
can be arrange at any of the BEFA fly-ins. All have been statically tested and are<br />
fully functional. For more details (or digital photographs), contact Jan Bassett on<br />
01935 472743 or email jan.bassett@electric-flight.org.uk:<br />
• Graupner Electro-UHU (1.9m span version) with SpeedGear 500 2.8:1,<br />
Graupner 12” x 10” folding propeller, Fleet FPS-24A speed control, Micron<br />
Mini Rx, 2 x Futaab S133 servos. Only requires a 7 cell Sub-C pack to fly.<br />
• Graupner Electro-UHU (1.6m span version) with SpeedGear 500 2.8:1,<br />
Graupner 12” x 10” folding propeller, Fleet FPS-24A speed control, µ6Rx,<br />
2 x Futaba S133 servos. Only requires a 7 cell Sub-C pack to fly.<br />
• Goldberg Electra powered sailplane with modified nose shape (78” span<br />
single-piece wing of 663 sq.in.). Fitted with 1x Hitec HS-80 and 1x Futaba<br />
S143 servos. The motor mounting tube is designed for a Keller 22/12<br />
motor, but would fit a Speed 600 motor & compact gearbox with little or<br />
no modification. Covered in Solarfilm, the fuselage, fin and wing centre<br />
panels are red, with the tailplane, elevator and rudder in white and yellow<br />
outboard panels on the wings. Intended for 7 Sub-C cells, but would take<br />
8x Sub-C or 10x 4/5 Sub-C.<br />
• Goldberg Electra powered sailplane with modified nose shape (78” span<br />
single-piece wing of 663 sq.in.). Fitted with Keller 22/12 motor, Graupner<br />
10” x 6” folding propeller, Fleet FPS-24A speed control, Micron Mini Rx<br />
and 2x Fleet FPS-18 mini servos. Covered overall in Fibafilm with the<br />
fuselage, elevator & rudder in white and the wings, tailplane & fin in red.<br />
Intended for 7 Sub-C cells, but would take 8x Sub-C or 10x 4/5 Sub-C.<br />
For Sale by Eric Cable, the following motors which are boxed and unflown.<br />
Contact Eric on telephone 01935 478974 (Yeovil).<br />
• Plettenberg HP 200/20/12 motor - £75<br />
• Astro 05 FAI, 6 turn motor, geared 2.2:1 - £95<br />
• LRP Super 400 - £25<br />
For Sale by Dave Chinery, a Aveox 1406-2Y and controller - £120 ono. Contact<br />
him on 020 8573 4687 or at email DavidDchinery@aol.com<br />
E.F.-U.K. 63
For Sale by Mike Pitchers (Nr. Leicester). He says he is not giving up but<br />
clearing loft of unwanted models, no reasonable offer refused, he just wants them<br />
to go to a “good home”. All are airworthy and in smart condition. Motor batteries<br />
are included with power models. Contact Mike on telephone number 01530 242856<br />
or email him at mike.pitchers@virgin.net. He said he will supply digital<br />
photographs if required, email him to request them.<br />
• Wik Kestrel 114" span glider full controls including spoilers, servos<br />
included.<br />
• 100" Standard glider originally based on "Monteray", old but in good<br />
airworthy condition, servos included. A very good flyer.<br />
• Semi-scale AV22s, 6' span, tailless glider, appeared as my plan in RCM.<br />
Very unusual with swept forward wings, OK on slope or winch/bungee.<br />
Airframe only. Requires some flying skill!<br />
• "Fulmar" my original model (Plans published in RCM&E) electric<br />
competition glider including everything but radio.<br />
• Silent Knight electric glider complete with motor, folding propeller<br />
and Hitec servos. Has its own box to take on holiday. A very reliable<br />
trainer aircraft.<br />
• "Sportwagon" vintage (1946), has won competitions. airframe, geared<br />
motor, propeller and speed controller.<br />
• Slope soarer for light winds (own design), aileron & elevators, including<br />
servos.<br />
Aveox F16FMR brushless motor<br />
CETO RX, 2 WES servos & JMP ESC<br />
For Sale by Neil Stainton, telephone him on 01926 314011 or email at<br />
neil@tailormadesoftware.com<br />
64<br />
• An Aveox F16FMR competition / hot sports brushless motor including<br />
integral 3.7:1 gearbox (see photograph above). 10-20 cells, max 80A,<br />
Kv=2000rpm/V, Rm=0.018R, Io=2.5A. Good working condition but some<br />
abrasion to the blue cable's insulation - £135<br />
E.F.-U.K.
• A new un-run Mega AC brushless n22/30/4 motor. 6-30 cells, max 50A,<br />
Kv = 940 rpm/V, Rm=0.056R, Io=1.65A - £79<br />
• Ceto 35Mhz receiver hard wired to two WES Technik 2.4g servos and<br />
JMP 6A ESC (photograph on previous page). Complete weight of Rx /<br />
ESC / servo brick is 10g. Rx xtal not included - £75<br />
• ToyTronix blimp with 3 channel IR Tx & Rx - £35<br />
For Sale by Gordon Tarling, an X-Models 'Little Star' glider. Complete with<br />
AP29BB motor with Kruse 'Introgear' gearbox, Aeronaut 10 x 6 Folding Propeller,<br />
Micro-Star 20BEC Motor controller, Futaba 3 channel receiver, 2 x JR341 servos<br />
and 7 x 1000SCR battery pack. Little flown and all in excellent condition. Readyto-fly<br />
at £220 o.n.o. Contact Gordon Tarling - gordon.tarling@ntlworld.com<br />
For Sale - <strong>Electric</strong> beginners outfit with brand new electro tutor kit, only rear<br />
wing & fin built, complete with electric power train (motor, gearbox, batteries &<br />
speed controller). Brand new unused JR XP652 computer radio set, which is fully<br />
NiCd and complete with 4 servos. CSM v9.1 RC aeroplane & helicopter simulator<br />
for PC with interface cable to suit the JR radio set. A truly complete beginners<br />
outfit, all superb condition, genuine reason for sale. Worth around £425, all brand<br />
new, price :- £250. Contact Tony Bryan on telephone 01455 446701 (and leave a<br />
message if unavailable) or email at anthony.bryan@ntlworld.com<br />
Wanted - a 4 channel radio gear with servos, batteries, charger etc. Any<br />
information ring 01825 872752 East Sussex and ask for Chris.<br />
Wanted by the Editor (contact details on page 4) any of the following:<br />
• Articles<br />
• Photographs of models (with dimensions & equipment installed please).<br />
All photographs will be returned after publication (unless you specify otherwise).<br />
• New items of interest for inclusion in this magazine<br />
Requests for inclusion in the For Sale & Wanted pages can be made by email, post<br />
or by telephone, to the Editor using the contact details on page 4. Entries can also<br />
be submitted on-line from the For Sale & Wanted page on the BEFA website at<br />
www.befa.org.uk<br />
If you wish to have pictures included with your entry, post photograph prints, or<br />
email graphic files, to the Editor.<br />
Adverts will be included in both E.F.-U.K. and on the BEFA Website unless<br />
instructed otherwise.<br />
E.F.-U.K. 65
<strong>Electric</strong> <strong>Flight</strong> Calendar<br />
If you would like details of your event to appear in these pages please send full<br />
details to the Editor, contact details on page 4.<br />
Dates, times and, even, locations of events can all change at the last minute. You<br />
are strongly advised to check details with the given contacts before setting out on<br />
a long journey to any event. You are asked to please check with the organisers of<br />
non-BEFA events for their requirements.<br />
All BEFA flying events require proof of BMFA or equivalent insurance<br />
to fly. Additionally, all models must have been satisfactorily test flown<br />
prior to the BEFA event to fly - no test flights on the day.<br />
Despite rumours to the contrary, BEFA has not set qualifications to fly at our<br />
events. All that is expected is basic flying competency, no BMFA certificates are<br />
required to fly.<br />
July 2002<br />
21st<br />
BEFA Fly-In at North Leamington School, Leamington Spa.<br />
All the usual fun with Scale, Vintage and All-Up-Last-Down<br />
competitions being held. Pilots briefing will be at 10am, for safety<br />
reasons you don’t want to miss it (or you may not be allowed to fly).<br />
Contact Jan Bassett for more information, details on page 4.<br />
21st Ebor E-Slot Little League Event No 3 in York area (venue TBC).<br />
A series of 4 events in the York area. Prizes for each event each day<br />
and for the best results 3 from the 4 days in each league. These<br />
events have been planned to help beginners to electric competitions<br />
to have-a-go, but are for old hands as well.<br />
BARCS rules in the morning, BEFA rules in the afternoon. The use<br />
of the 2 sets of rules allows for plenty of flying with one model and<br />
the opportunity to experience both sets of rules. Please note that<br />
these events do not form part of the BEFA E-Slot leagues, and will<br />
not count towards scores.<br />
For more information, contact Barry Flude on 01904 782552 or email<br />
BarryFlude@lineone.net or Mike Proctor on 01904 489386 or<br />
mike@mproctor.demon.co.uk<br />
August 2002<br />
4th<br />
66<br />
BEFA Fly-In at Woburn Abbey. The usual fun-fly with Scale,<br />
Vintage and All-Up-Last-Down competitions. Pilots briefing will be<br />
at 10am, for safety reasons you don’t want to miss it. There is<br />
something for everyone to do at this superb site, so bring the whole<br />
family. For further details contact Robert Mahoney (see page 4).<br />
E.F.-U.K.
11th<br />
11th<br />
11th<br />
17th/18th<br />
18th<br />
18th<br />
BEFA Fly-In at Exeter, at the Exeter Racecourse. Another new<br />
venue for this year. Signposted on the A38 at the top of Haldon Hill.<br />
All the usual fun with Scale, Vintage and AULD competitions being<br />
held. Pilots briefing will be at 10am, for safety reasons you don’t<br />
want to miss it. Contact Jan Bassett for more information.<br />
Ebor E-Slot Little League Event No 4 in York area (venue TBC).<br />
See entry on 21st July for more information.<br />
Furness Model Aircraft Society <strong>Electric</strong> Fly-in at the Rakesmoor<br />
Lane flying site at Barrow-in-Furness, Cumbria. <strong>Electric</strong> models of<br />
all types and sizes welcome. Starts at 10am. All entrants must show<br />
proof of insurance on the day. Entry £4. Contact –<br />
Gary Knight. Tel 01229 467447, email gary.knight@genie.co.uk<br />
Greenacres MAC <strong>Electric</strong> Fun-Fly at Walsall Airport. There is<br />
no fee for spectators, but there will be charge per frequency. Full Tx<br />
control & signal monitoring. Toilets & catering facilities will be<br />
present. Camping facilities are available provided you book at least 1<br />
week before the event. For more details/charges contact Peter Hubbard<br />
on 01922 860144 or email hubbardp@blueyonder.co.uk<br />
Woodspring E-Fly, at Woodspring Wings Airfield, Nr Yatton. All<br />
electric models are welcome, with flying starting at 10am until around<br />
5pm. Pilot pre-registration is required and entry is free. Spectators<br />
will be charged £5 per car for parking. For more details see the poster<br />
on page 70, their website at www.woodspringwings.co.uk, contact<br />
Bob Everitt at bob@everitt99.freeserve.co.uk or tel. 01275 842651<br />
Phoenix MFC <strong>Electric</strong> Fly-In with BBQ at Pakefield, Lowestoft,<br />
Suffolk. Events to include, AULD, Stand-off Scale and "Best Turned".<br />
No fees. BMFA insurance required. For complete details contact<br />
Tom Taylor at 01493 668555 or email tom.t.usn@lineone.net, also<br />
club information available at www.phoenix-mfc.freeserve.co.uk<br />
18th BMFA Northern Area <strong>Electric</strong> Fly-In at Knavesmire, York.<br />
See the poster on page 69 for details.<br />
24th - 26th BEFA Electroslot / E400 League Event at the BMFA Silent <strong>Flight</strong><br />
Nationals. Contact BMFA on 0116 2440028 or admin@bmfa.org<br />
September 2002<br />
1st<br />
8th<br />
North London RCMFC <strong>Electric</strong> Fly-In at Baldock, Herts.<br />
Bath SpaRCS All <strong>Electric</strong> Fly-in at RAF Colerne, Wiltshire.<br />
Airfield with grass & tarmac runways. No comp’s. Proof of BMFA<br />
membership necessary. Regret no facilities for spectators. Pilots<br />
briefing 10:00. Contact Bob Partington Tel 01225 891441 or<br />
bob.partington@ukonline.co.uk<br />
E.F.-U.K. 67
September 2002 (continued)<br />
15th<br />
22nd<br />
22nd<br />
TBC<br />
68<br />
BEFA Electroslot / E400 League Event at York.<br />
For more information contact Dave Perrett on 01455 272297 at<br />
d.l.perrett@btinternet.com or Mike Proctor on 01904 489386 or<br />
mike@mproctor.demon.co.uk<br />
BEFA Electroslot / E400 League Event at Pillerton Hersey.<br />
For more information contact Dave Perrett on 01455 272297 at<br />
d.l.perrett@btinternet.com or Terry Stuckey, details on page 4.<br />
The West Calder Aeromodellers <strong>Electric</strong> Fly-in. No entry fee,<br />
all welcome. Tarmac and grass runways. SAA Bronze or BMFA "A"<br />
and proof of insurance required. Further details at<br />
www.modelclub.org or from tom.laird@wolfson.co.uk<br />
BEFA Electroslot / E400 League Reserve Event at York.<br />
Please note this event will only take place if insufficient events have<br />
been completed. For more information check the contest calendar on<br />
the BEFA website (www.befa.org.uk) or contact Dave Perrett on<br />
01455 272297 or at d.l.perrett@btinternet.com or Mike Proctor<br />
on 01904 489386 or mike@mproctor.demon.co.uk<br />
For last minute information on BEFA events, check out the events list onthe<br />
BEFA website at www.befa.org.uk<br />
E D L Plans<br />
Specialists in Plans and Accessories for <strong>Electric</strong> <strong>Flight</strong>.<br />
E D Leadley, 3 The Glade, York. YO31 1LA.<br />
01904422615<br />
Email:- eric@edlplans.freeserve.co.uk<br />
Why spend a fortune on ready builts when for a few pounds, for materials, you can have<br />
the satisfaction of building your own flying model<br />
16 plans to choose from, Scale, Sport, Aerobatic, Electroslot, E 400, Flying wings etc.<br />
All proven fliers. Prices from £5.50 to £6.50 per plan incl. P&P.<br />
Speed 400 motors - 6 and 7.2 volt – £6 incl. P&P<br />
Collet type prop adapters, more accurate fitting than grub screw type<br />
Shaft sizes:- 2.3, 3.17, 4.0, 5.0 and 6.0mm diameter – £ 3.20 incl. P&P<br />
ROBBE 6” x 3.5” folding props for Speed 400 motors – £ 8 incl. P&P<br />
COSMOTECH Speed 400 gearbox, weighs 30 grammes. Ratio 4.5:1 – £33 incl. P&P<br />
Ask for cells, battery packs, heatshrink, braid and 1.5 & 2.5mm 2 flexible battery wire.<br />
If you want advice or information please contact me, if I cannot help you I usually know a<br />
man who can (no obligation). Send SAE or Email for full details.<br />
E.F.-U.K.
E.F.-U.K. 69
70<br />
E.F.-U.K.
Single Cell<br />
10x Single Cell<br />
6 Cell Pack<br />
7 Cell Pack<br />
8 Cell Pack<br />
10 Cell Pack<br />
12 Cell Pack<br />
15 Cell Pack<br />
6 Cell Racing Pack<br />
7 Cell Racing Pack<br />
8 Cell Racing Pack<br />
10 Cell Racing Pack<br />
12 Cell Racing Pack<br />
14 Cell Racing Pack<br />
16 Cell Racing Pack<br />
FULL PRICE LIST - LARGE (A4) S.A.E. Minimum Order £10<br />
100 Page Information Pack £3 Minimum Postage usually £3<br />
Cheques Payable to “ALAN FRY” Please<br />
N.B. Mail Order<br />
ALAN FRY ImporTekniK COLCHESTER<br />
29 BRAISWICK 17 YEARS YOUNG and still THE BEST ESSEX<br />
CO4 5AU 01206 852209<br />
E.F.-U.K. 71
NEW TO <strong>ELECTRIC</strong> <strong>FLIGHT</strong><br />
START HERE . . . . .<br />
You may be taking up <strong>Electric</strong> <strong>Flight</strong> for the first time, you may be converting<br />
from another discipline. Whatever your situation, help and advice is available.<br />
BEFA has prepared an information sheet which details further sources of<br />
information which you may find useful when just joining the hobby. To receive a<br />
copy, please send a Stamped Addressed Envelope (SAE) to Robert Mahoney, address<br />
on page 4.<br />
BEGINNER'S GUIDE<br />
A Beginner’s Guide to <strong>Electric</strong> <strong>Flight</strong> is available, which explains many of the<br />
'Mysteries' of <strong>Electric</strong>s’ and will, hopefully, set you off on the right foot. Please<br />
send £3.00, per copy required, to The Editor of EF-UK at the address on page 4.<br />
Please add £1.00 extra for overseas postage and remit in Sterling, cheques payable<br />
to BEFA.<br />
TECHNICAL HELP SERVICE<br />
Technical help is now available again for the use of all members. We regret that<br />
no telephone service is available, but all questions in writing (or email) will be<br />
answered by our new Technical Liaison Officer (TLO). Please refer your queries<br />
to our TLO, to the postal or email address on page 4. Please ensure that you<br />
include an SAE for a reply.<br />
CONNECTIONS SERVICE<br />
Requests are frequently received from members who wish to be put in contact<br />
with other members living in the same area. The easiest method of doing this is<br />
to place a free 'wanted' advert in the classified section of this magazine.<br />
Alternatively, a request may be made IN WRITING to the Membership Secretary<br />
who is allowed to divulge such information to members ONLY. Please supply as<br />
much information about your location as possible and please remember to include<br />
an SAE for your reply.<br />
B.E.F.A. MEMBERSHIP<br />
Membership of the <strong>Association</strong> is open to all members of the BMFA. Those who<br />
are not members of our national controlling body may only subscribe to EF-UK<br />
with no other benefits of membership. Overseas members are very welcome and<br />
will be classed as full members if they belong to their own national controlling<br />
body.<br />
CONTACT<br />
For full details, please send an SAE to the Membership Secretary (address on page<br />
4) requesting a membership application form. Those with Internet access may<br />
visit the B.E.F.A. website at http://www.befa.org.uk, where you will find all the<br />
membership application form & information you should require.<br />
72<br />
E.F.-U.K.
MAIL ORDER MODEL SUPPLY<br />
GOLD PLUGS Ideal for Speed 400/600<br />
2mm plug 75p; cuts into two giving one plug/socket<br />
2mm solder socket 43p. 2mm plug and a 2mm socket £1.15<br />
Lightweight 2mm plug and socket 55p; Max 15A motor current draw<br />
Spares. 2mm light plug 40p. 2mm light socket 20p<br />
Pack of red/black shrink: 3.2mm or 4.8mm 50p<br />
GOLD PLUGS 600 or larger motor<br />
4mm plug 90p; cuts into plug/socket. Very low resistance<br />
4mm hollow plug and a separate 4mm solder socket £1.15<br />
Spares. 4mm hollow plug 85p. 4mm solder socket 43p<br />
Lightweight 4mm plug and socket 75p; Max motor current 35A suggested<br />
Spares. 4mm light plug 55p. 4mm light socket 25p<br />
Pack of red/black shrink: 6.4mm £1.25: 4.8mm 75p<br />
Providing that you bear in mind the suggested amp ratings all the 2mm and 4mm plugs are<br />
interchangeable. All fit any of the same size.<br />
EXTRA FLEXIBLE WIRE. 0.5mm 2 , 129 strands, Max 10A, 35p/metre<br />
Red or Black or White. Park Flyers etc. or servo extensions.<br />
EXTRA FLEXIBLE WIRE<br />
Supplied in packs of 1 metre of red and 1 metre of black, i.e. 2 metres of wire<br />
0.75mm 2 , 196 strands; ideal for weight saving, Max 15A, £1.00/pack<br />
1.00mm 2 , 258 strands; ideal for weight saving for speed 400, Max 19A, £1.40/pack<br />
1.50mm 2 , 378 strands; ideal for speed 400, £2.00/pack<br />
4mm 2 , 1036 strands; £3.50/pack<br />
SILICONE INSULATED WIRE. Pack of 1 metre of red and 1 metre of black<br />
1.5mm 2 , 378 strands. £2.50<br />
2.5mm 2 , 651 strands. £3.00<br />
All wire can be cut off the roll, in longer lengths if required.<br />
CELL HEATSHRINK metre lengths<br />
25mm 50p; suits single AAA or AA cells or any same size<br />
48mm 75p; suits single sub C cells/sticks or packs of dumpy 600<br />
65mm 85p; suits 1700 or 2000 packs, also RC oblong sticks etc.<br />
94mm 95p; suits double deck packs (1700 etc.)<br />
All sizes layflat width, supplied in clear. 48mm available in opaque blue also.<br />
WIRE HEATSHRINK metre lengths<br />
1.6mm 50p; 2.4mm 60p; 9.5mm £1.00. Black only<br />
3.2mm 75p; 4.8mm 80p; 6.4mm 95p. All in red or black.<br />
ALL ORDERS PLUS POSTAGE: 60p UK; £1.10 Europe; £1.70 World<br />
M. E. DONKIN, 37 WYDALE ROAD, OSBALDWICK, YORK, YO10 3PG<br />
Tel/Fax 01904 414738. Mobile 0771 202 8329.<br />
E-mail: michael@moms63.freeserve.co.uk or modelsupply@netscapeonline.co.uk<br />
All messages - an attempt will be made to contact you. (I work shifts)<br />
Computer faxes must send start signal before my fax will respond!<br />
E.F.-U.K. 73
B.E.F.A. Sales<br />
BEFA Round, Coloured Rub-down Decals - 50p each<br />
'BEFA 2000' Millennium Decals - £1.00 each<br />
Back Issues of EF-UK - No's 38, 39, 40, 41, 43, 44, 47, 48, 49, 51, 52, 53, 54, 55,<br />
56, 57, 58, 59, 60, 62 and 63 at £1.00 each for BEFA members, or £2.00 each to<br />
non-members. Issues 64, 65, 66 and 67 are also available to BEFA members at<br />
£3.00 each, or £5.00 each to non-members. These prices include UK P&P, overseas<br />
rates on application. Please Note these are the ONLY back issues still available.<br />
EF-UK Index. A comprehensive index of EF-UK from issue 28 to 59 is available<br />
by sending a £1 coin to cover copying and postage cost.<br />
Binders:- are available to hold eight issues of <strong>Electric</strong> <strong>Flight</strong> U.K. Produced in<br />
dark blue with gold lettering on the spine, these cost £4.50 each including U.K.<br />
postage. Please add £1 for European postage and £2 for Worldwide postage.<br />
Sweat Shirts & Tee-Shirts: Stock of these is now almost all gone - please<br />
contact Robert Mahoney regarding remaining stock, sizes and prices.<br />
Please send all orders to Robert Mahoney at the address on page 4.<br />
PLEASE REMIT IN STERLING ONLY,<br />
WITH ALL CHEQUES MADE PAYABLE TO B.E.F.A.<br />
74<br />
Advertisers Index<br />
BEFA Sales .................................................................. 74<br />
Buzzflight .................................................................... 12<br />
EDL ............................................................................. 68<br />
E-Zone ...............................................Inside Front Cover<br />
Fanfare ............................................... Inside Back Cover<br />
For Sale / Wanted ........................................................ 63<br />
ImporTekniK ............................................................... 71<br />
Mail Order Model Supply............................................ 73<br />
Traplet ............................................. Outside Back Cover<br />
E.F.-U.K. advertising rates are £20 per full page, £10 per half page, per issue.<br />
Please contact the Editor for further information.<br />
E.F.-U.K.
– MAIL ORDER –<br />
SPORTS <strong>ELECTRIC</strong> <strong>FLIGHT</strong><br />
FANS AND GEARBOXES<br />
FANS<br />
Morley ‘Jet Elec’ Fan .............................. £15.00<br />
Adaptors for<br />
480 & 410 motors .................................... £3.00<br />
WeMoTec MiniFan 480 .......................... £28.00<br />
MidiFan for 540’s, 600’s 930’s .............. £38.00<br />
MOTORS<br />
WEP Turbo 10 ........................................ £55.00<br />
Speed 500 E Race ................................. £14.00<br />
Speed 600 8.4v BB SP .......................... £15.00<br />
Speed 600 8.4v Race ............................ £18.00<br />
Speed 650 9.6v BB Race ...................... £33.00<br />
Speed 700 ............................................. £22.00<br />
Neodym ..................................... £38.00<br />
RE 380 / Rocket 400 ................................ £4.50<br />
Speed 480 PB .. £14.00 BB ................ £19.00<br />
Pro 400 ...............£5.00 Pro 480 .......... £6.00<br />
MAXCIM BRUSHLESS<br />
Max Neo 13Y 1430 rpm/v ................... £160.00<br />
Max Neo 13D 2470 rpm/v .................... £160.00<br />
21 Cell Controller ................................. £140.00<br />
25 Cell Controller ................................. £180.00<br />
Superbox 1.6 to 4.28:1 ......................... £35.00<br />
Monsterbox 4 to 6.8:1 .......................... £50.00<br />
Motor Mount ........................................... £12.00<br />
CHARGERS<br />
Speed 1 Pulse / Pk<br />
Det 4-8 cells ........................................... £25.00<br />
Speed Ex Digital<br />
as above with discharge ...................... £55.00<br />
Simprop 25 cell .................................... £100.00<br />
GEARBOXES<br />
Master Airscrew 2.5, 3, 3.5:1 ............... £16.00<br />
Superbox ............................................... £40.00<br />
TAB Inline 2.65 540/600’s .................... £40.00<br />
TAB Inline 2.08 & 3.05 480’s ............. £40.00<br />
TAB Inline 2.1 700’s .............................. £50.00<br />
Mini Olympus .......£8.00 Olympus ...... £12.00<br />
MOTORS<br />
MFA 2.5:1 N.I.L. with 540 ...................... £21.00<br />
Speed 400 FG3 ..................................... £17.00<br />
SpeedGear 400 4:1 Inline ...................... £32.00<br />
SpeedGear 480 3.45:1 .......................... £46.00<br />
SpeedGear 500 2.8:1 ............................ £40.00<br />
SpeedGear 600 2.8:1 ............................ £41.00<br />
SpeedGear 700 2.7:1 9.6v .................... £60.00<br />
SpeedGear 700 Neo .............................. £78.00<br />
Mini-Olympus & RE380 .......................... £12.00<br />
Olympus & 540 ...................................... £19.00<br />
Robbe 410/35/45 ................................... £36.00<br />
PROPS<br />
M.A. Folding 12x8 ............... £12.50<br />
15x12 ............. £13.50<br />
M.A. Wood <strong>Electric</strong> 10x6/10x8 ........ £3.75<br />
11x7/11x9 ........ £4.00<br />
12x8/12x10 ...... £4.25<br />
13x8/13x10 ...... £4.50<br />
Carbon Folders 7x4 ................... £6.00<br />
8x4.5 ................ £6.00<br />
11x8 ................. £9.00<br />
Slimprops 8x4, 8x6, 9x5, 9x6 .............. £3.50<br />
Selection of Graupner & Aeronaut<br />
folding & fixed props.<br />
Wheels, Wire, Servos, Fuses, Caps,<br />
Powerpole, 4mm & 2mm gold conns.<br />
FANFARE • 18 HILLSIDE ROAD • TANKERTON • WHITSTABLE • KENT • CT5 3EX<br />
‘Sports <strong>Electric</strong>’ Helpline - Phone / Fax: (01227) 771331 - E-mail: john.swain1@virgin.net