THE MAGAZINE OF THEBRITISH ELECTRIC

FLIGHT ASSOCIATION

ELECTRIC FLIGHT U.K.

ISSUE No. 69 SUMMER 2002

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E.F.-U.K. 3

Electric Flight - U.K. Issue 69 - Summer 2002

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

CONTENTS

NEXT ISSUE. The copy date for the Autumn 2002 issue is 1st September 2002,with the magazine due for publication by 1st October 2002.

Cover Photo: This is the 54" span De Havilland Hornet scratch built by CyrilCarr. It is powered by 2 Kyosho Xmotors in series on 16 Sub-C cells, runningthrough Master 2.5:1 gearboxes.The model is interchangeable between NF Mk 21 (shown here) & F Mk 20 versionsby removing the nose cone and rear cockpit, and replacing them with the alternateitems shown on the grass in front of the nose. It is fitted with home made retractsto get the required retraction angle (~105°). It hasn’t flown yet, but is very close.The expected flying weight is around 7 lb.

BEFA Committee 2002/3 ......................... 4Chairman's Chatter ................................. 5Current Lines ......................................... 5New-2-U ................................................. 6EDF - The Way Ahead! ........................ 13A Parky ................................................ 20Hints & Tips ........................................ 21Readers' Models .................................. 22Dakota Tales ........................................ 23

Flying the Starburst ............................. 35Traunreut 2002 ..................................... 42The BMFA Southern Area Fly-In ........ 57Electrifying the Sunday Flyer ............... 61For Sale ................................................ 63Event Calendar ..................................... 66New to Electric Flight? Start Here ........ 72BEFA Sales .......................................... 74Advertisers Index ................................. 74

DISCLAIMERB.E.F.A. and Electric Flight U.K. wish to point out that the content, techniquesand opinions expressed in this magazine are those of the individual authors anddo not necessarily represent the views of either the Editor of this magazine orB.E.F.A. and its committee. All reasonable care is taken in the preparation andcompilation of the magazine, but B.E.F.A. and its committee cannot be held liablefor any error or omission in the content of this magazine or any subsequentdamage or loss arising howsoever caused.

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BEFA Committee 2002/3Chairman Robert Mahoney

123 Lane End Road, High Wycombe, Bucks. HP12 4HFEMail: robert_mahoney@hotmail.com

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

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

Treasurer Roger Winsor14 Butler Gardens, Market Harborough, Leics. LE16 9LYEmail: rogerwinsor@breathemail.net

Editor EF-UK Jan Bassett111 Plantagenet Chase, Yeovil, Somerset. BA20 2PRTel. 01935 472743, E-mail: jan.bassett@electric-flight.org.uk

Production Editor Brian Boughton'Red Roofs', Vicarage Road, Thetford, Norfolk. IP24 2LH

Events Co-ordinator Terry Stuckey31 Dysart Avenue, Kingston-upon-Thames, Surrey. KT2 5QZ

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

Midlands Representative Roger Winsor, details as Treasurer

Northern Representative Bob Smith, details as Secretary.

Southern Representative Dave Chinery251 Station Road, Hayes, Middx. UB3 4JD

South West Representative Jan Bassett, details as Editor EF-UK

Indoor & Free-Flight Rep. Gordon Tarling87 Cowley Mill Road, Uxbridge, Middx. UB8 2QDEmail: gordon.tarling@ntlworld.com

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

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

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

Please enclose an SAE with all correspondence to the committee.

E.F.-U.K. 5

Chairman’s ChatterWelcome to issue No 69I like to apologise to all those members who turned up to the Norfolk fly-in onJune 9th! We had to cancel the event due to the MOD use of the airfield! I wasthere with Mike Woodhouse of the FFTC whose event was also cancelled, we didput up signs on the gate informing members that it was cancelled, but some missedthem! We stayed there till 10.30, and with the weather getting very windy andwith some rain, we decided to drive home for lunch, again sorry but it was beyondour control.As I write this, the weather has got better, lets hope for the rest of the flyingseason.Information for the members who could not get to the AGM this year, I have putup a PRIZE for the best photo that appears in EF-UK before the 2003 AGM. So getsnapping and send them to Jan. That's all for now, see you around the fly-ins.That’s all for now so KEEP THE WATTS UP!

Robert Mahoney

Current Linesfrom the Editor

Despite my pleas, the amount of information coming in seems to be dwindlingeven further. I appreciate that almost everyone nowadays is extremely busy(including me). However, I again urge that everyone try and submit something,even if only a photograph of a model and it’s details. This simple act, taking onlya few moments of your time, will save me untold hours running around trying toget additional content.Also, if you see something new let me know so I can do some digging around formore information. I’ve tried to include quite a bit of new equipment that is recentlyor soon to be available, hopefully you find these interesting.

Jan

6 E.F.-U.K.

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

Falcon Vintage Model KitsFollowing on from their very successful range of super-scale indoor r/c models,Falcon have moved outdoors with the new range of high quality Vintage models.These are miniature versions of known vintage designs from a bygone era.

The kits now available are the Falcon 36, the Brigadier 36 and the Scram 36.Each kit contains all the parts necessary to complete the model for r/c or freeflight. To maintain the authenticity of the vintage range, Falcon have includedgenuine Trexler pneumatic balloon wheels. These kits offer the modeller greaterflexibility of modelling discipline and choice when purchasing the power unit.

Completed Brigadier 36 structure

Finished Falcon 36 fuselage with plan and kit contents

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These kits have undergone extensive testing in the hands of many experiencedand less experienced modellers, both r/c and free flight. They have proved to beexcellent flyers with forgiving characteristics and have been flown in moderatewinds. Electric r/c with 7 cell 300mAh NiMH packs have flights in excess of 8 - 10minutes - reaching a considerable height resulting in a very rewarding flightusing standard GWS motor/gearbox, Rx, ESC and servos.Wing span 914mm (36”), Electric powered r/c version - Mass 220g (7.7oz) - Finishedairframe mass only 112g (4.5oz)Recommended r/c equipment: 1 x 7.5g GWS Rx with 3 channels, 2 x 5.5g GWSservos (11g), 1 x 2 to 5A GWS ESC (7g), 1 x RCS Technik 7 cell 300mAh NiMHbattery pack (51g), 1 x GWS 150 Motor/gearbox (30g), Total 106.5gKits Contents:Detailed colour CAD plans (2’ x 4’ ), Full instruction manual with colourphotographs, Falcon Kits decals, 4 CNC cut balsa sheets, 1 CNC cut ply sheet,strip wood, balsa block wood, hardwood engine bearers, wire, 1 set CNC scoredwindscreen parts, Airspan covering, Nuts/bolts/washers, Mylar hinges, genuineTrexler pneumatic balloon wheels.Price £44.45Available from: RCS Technik, 22 Dartmouth Park Avenue, London. NW5 1JN020 7267 9049 www.rcscale.co.uk email: sales@rcscale.co.uk

The front of the completed electric Falcon 36

8 E.F.-U.K.

Two new models from Graupner that you might find interesting. The pictureabove shows the Kitty Hawk, which is intended for beginners, and comes virtuallyready-to-fly in bright yellow. If follows the recent trend in this class of providingonly rudder and motor control. The wing span is 70cm (27½”), and the wingarea 7.3dm2 (113 sq. in.). The flying weight is given as 175g (6.2 oz.) giving awing loading of 19.7 g/dm2 (6.5 oz./sq.ft.). It comes complete with a 27MHztransmitter, battery pack and timed charger.Below is the 1:14 scale Ryan M-2, “Spirit of St. Louis”. The wing span is 100cm,length 67cm, wing area 16.2 dm2 and flying weight 650g. It is ARTF and includesinstructions in German & English. Finished covered parts (fuselage, tail &elevator, wing & ailerons). Plastic nose moulding with dummy motor, bentundercarriage, wheels, small parts & accessories for controls and generous decals.They recommend 3 x C261 servos for ailerons, elevator and rudder.

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This is the GWS DHC2 Beaverwhich should be available bythe time you read this. It isdesigned for EPS-100C-AS(280 motor) or EPS-300C-CS(370 motor) geared powersystems and 10" x 8" propeller.

The wing span is 101cm, wing area 16.8dm2 (263sq.in.) and flying weight between290 and 400g depending on motor and pack. The battery pack is 6 cell 400mAh for280 motor, or 500 to 600mAh for 370 motor. It requires 2-3 channel radio with 2sub-micro, micro or mini servos and electronic speed controller or auto cut-off.

Also recently released byGWS are kits of the P-51DMustang, Spitfire, Me109 andZero. Each model variesslightly, but they are around34” span, 210 sq.in. wingarea and flying weight of up

to 410g. They are designed for the EPS-300C-CS geared power system and 10”x8”propeller or EDP-400C (400 direct drive) power system with 7”x3½” propeller.The battery pack is intended to be 7 cells between 400 and 600mAh. and 4-5channel radio gear is required.

Ever wanted more power for your ‘stick’ model, but were stumped for alternatives.Well GWS might be about to answer your prayers. The IPS-D is a dual motorversion of the popular IPS power systems supplied with the ‘stick’ models. It willbe available with gear ratios between 3.5:1 and 11.8:1 and with either 4.8v or 7.2vmotors. The 4.8v version will suit packs between 2.4v and 4.8v and propellers

from 7”x6” up to 15”x10”. The 7.2v version suitspropellers from 8”x4.3” up to 15”x10”on 6v to 8.4v.The diagram below shows the construction of the IPS-D, which is broadly the same as the IPS. Furtherdetails including gear ratio, battery pack andpropeller combinations is available on the GWSwebsite at www.gws.com.tw.

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Another new power system available from GWS isthe LPS series. This is available in 3 types usingdifferent motors as shown in the exploded viewabove. The RXC is for 4 to 6 cells and propellersranging from 6”x3” to 10”x4.7”, giving up to 18W.The RLC is for 2 to 4 cells and 7”x3½” to 9”x7”propellers and up to 18W. The B2C uses a smaller

motors, which is lighter and is designed for 5 to 7 cells and propellers from 5”x3”to 7”x6” at up to 8W. Again further details are available from www.gws.com.tw

Graham McAllister has added 2 new modelkits to his range.The first is the SkyHawk, designed to bereminiscent of the early days of 'pod and boom'gliders. SkyHawk is great fun whethersoaring or doing 'touch and go's' in the wetgrass! So much fun for so little cost. TheSkyHawk is an easy hand launch & lands onit's skid. Great fun in, & above!, the smallestfields.The model is 58” span, a wing area of 500 sq.in. and for a flying weight up to 20 oz. It ispowered by a Speed 400 7.2v, direct drive to aGünther 125mm x 110mm propeller. Thebattery pack is 7 x 700AA cells or similar. Thefuselage is built from balsa and liteply, with afoam wing.

The 'PLAN PACK' includes: the wing ready cut from lightweight foam (no coveringneeded), GMD 'LiteSnake' control snake inners & outers, wing 'strut' wire, a rollof coloured wing reinforcing tape, 2 sheet computer drawn full size plan &comprehensive step-by-step building instructions. All this for only £21.95 (+£2.50where posted).The 2nd model is the TwinHawk, which is a twin version of the SkyHawk design.

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These are 9 & 12 channel synthesised receiversavailable from Multiplex stockists from August2002. The major advantage of the synthesizeris that it can generate any frequency you withto use within a certain band, so it is theequivalent to having all the crystals! Multiplexhave designed these Receivers in such a waythat is virtually impossible to set up the wrongchannel accidentally.They are programmed using a push button andANY make of Tx. The channel is selected usinga button on the Rx. The Rx scans the band anddetects it's own Tx. You can then operate theTx controls to check the Rx is respondingcorrectly. Only if this is successful, would theRx be used. If you have the Rx installed in amodel, the process can be carried out using aremote setup lead.Top is the RX-9 SYNTH DS IPD, available for35 or 40Mhz, is fitted with UNI plugs, and willhave a retail price of £79.99. The 9 channel Rx

is a compact unit suitable for most modellers. The power supply is 4-6 cells, itmeasures 47mm x 42mm x 21mm and weighs 44g.Bottom is the RX-12 SYNTH DS IPD with an expected retail price of £115.00. Asper the RX-9, except 12 channel and the Rx can use 2 identical 5 cell batteries,controlled by an integral switch.Also available will be a Remote Set-up Lead with button & LED, selling for £7.75.

For lovers of the sight and sound of a twinmotored aircraft there can surely be nosimpler introduction. The dimensions,weight, battery pack & kit price are the sameas the SkyHawk. The only real difference isthat 2x Speed 280 6v motors with Günther125mm x 110mm propellers are used. TheTwinHawk retains the glide performance ofthe SkyHawk and the longest flight in testingwas 35 minutes on 7x1000 NiCds.Details can be found on the website atwww.mcallisterdesigns.co.uk. Both kitsare available from Graham McAllisterDesigns, 60 School Road, Wales Village, Nr.Sheffield. S26 5QJ. Tel. 01909 774220

12 E.F.-U.K.

uzzflight167 Duffield Road, Derby. DE22 1AJTelephone: 01332 601693Email: pete@buzzflight.co.ukWebsite: www.buzzflight.co.uk

Hummingbirdthe definitive control-line trainer - ideal for youngsters

Deluxe Kit - complete with motor, propeller, prop. adapter, spinner, wheels, balsa,u/c wire, control-line / power wire, on-off switch, battery connectors, sundries,building instructions & full-size plan, bellcrank and control handle. The onlyother items needed are the covering and a 12v 7AH battery. £39.99 + £2.50 P&P.Standard Kit - contains balsa, u/c wire, control-line / power wire, on-off switch,battery connectors, sundries, building instructions & full-size plan, bellcrank andcontrol handle. Again the covering and a 12v 7AH battery are not included. £24.99+ £2.50 P&P.Plans & Instructions - £7.99 including P&P, add £5.99 for control-line / powerwire and switch. Please contact us for Overseas prices.Please make cheques payable to Buzzflight and allow 14 days for delivery.

The photographon the rightshows an additionto the range ofMotor MountShells from Micro-Mold, with thesedesigned for aSpeed 700 motor.The pack includestwo half shells,which are madefrom galvanisedsteel. They aredesigned to mounta Speed 700 (orsimilar) motor toconventional mounting rails and may simplify the conversion of an i.c. design.The pair of shells weigh just under 1 oz. (actually 26g).These should shortly be available through all model shops.

E.F.-U.K. 13

EDF - The Way Ahead!by Chris Golds

Like most people faced with the desire to make the decision to "go electric" I didnothing about it. That is, until my 60th birthday!For years I had progressed steadily in ICDF (Internal Combustion Ducted Fan) tothe point where I was flying a large (seventeen feet one inch span) B-52, whichweighed an astounding 87 pounds when fully fuelled. It flew like a trainer and hadtons of thrust to spare, and of course, EDF (Electric Dusted Fan) never wouldhave thrust to spare, would they - so why bother?Then at my birthday party in 1996 at my remote North Devon home, a modellingfriend Dave Gardner had come, with his wife Katie, to enjoy my brand of BBQ andWhisky. He also brought a present of a box containing all the bits I needed to getairborne using EDF as a thrust source.I didn't have to know anything about 'e', just plug it all together, said Dave, andit will work! Three days later it did, and I began my 'e' flying with two Speed 400motors, two Brian Gaskin 400 fans, a Robbe Speed Switch (either on or off) andeight small NiCd rechargeable cells!

I designed and built a very simple shoulder wing model with the ducts mountedeither side of the nose, which weighed 44 ounces and was to be hand launched - itflew! I was simply amazed and just had to fit it with a simple two-wheeled mainundercarriage to see if it would take-off from tarmac - IT DID - Yippee !!!

The 1st of the breed - 2 x Gaskin Speed 400 Fans

14 E.F.-U.K.

I was getting somewhere even though the flights were only a couple of minuteslong. Having built two B-52 models by then, that combination of eight units wasto me the logical choice. So over the phone I met His Royal Highness, the Gaskinof Kent and there began a lasting friendship with an electrical 'nut-case!'. Hebundled off to me eight more units and I was away with B-52 number three.

Models came thick and fast as, subsequent to my second retirement from RoyalAir Force service (in the Hawk Simulator at RAF Chivenor), I had plenty of timeto spend on designing, building, flying, plan drawing and article writing to myheart's content. Via Concorde, Me163, DH 108, Tornado F3, A-3D, SupermarineSwift, Arado 234, DH Venom (for free flight), Supermarine Attacker, Vulcan,

The 1st electric B-52, 8 WeMoTec 480 fans with 8 x Speed 480 motors

Concorde climbs away on 4 xPlettenberg 200-20-6 motors

Free flight Venom FB Mk 4 with KP 44mmfan with 1/72 plastic model made in 1956of my original aircraft as a pilot of XI Sqn

E.F.-U.K. 15

another Hunter, Hawker SeaHawk and a few more I havemanaged to explore the EDFscene with some successes.I have formed a view that thefuture lies, for ducted fan flying,in the employment of brushlessmotors powered by the latestbatteries, possibly NiMH orwhatever comes next. Havingjust watched a few hours of myold video tapes of my ICDFmodels, I am certain that thosenoise levels will soon not betolerated.

And once that happens, oily props will go too. Simply, the public intolerance tonoise will kill the IC world. Than all that will be left will be us with our electricmotors and batteries, and small gas turbines. Then the 'e' world will definitelytake-off as the big manufacturers come to 'e' to sell their goods.

We can already see the future within our grasp with modern fans, motors andcells all coming together to produce levels of performance that not long ago wecould only dream about. And two more B-52 models came to fruition - a baby witheight KP 44mm fans, and a large one powered by eight WeMoTec 480 mini-fans

YB-49 with 8x WeMoTec 480fans on cooking motors, 144”span, a gentle balloon!

Profile Vulcan with 4 x 480 fans

16 E.F.-U.K.

Profile Me163 Komet with a WeMoTec 480 fan

A-3D Skywarrior for 2x WeMoTec 480 fans and Plettenberg motors

with Plettenberg 200-20-6 motors off 48 x 2000 NiCds. This latter featured nose-wheel steering, flaps, six-leg retracts and a working drag-chute, and weighs 28½pounds at take-off (Ed. - & landing). A majestic and very nearly scale modelswhich flies splendidly with thrust to spare and is now looking for a good home!So there we are then, one man's view of the way ahead. Now, where did I put thatpencil and ruler?

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Tornado F3 with in-flight swinging of the wings, shown at full sweep of 67°.Powered by 2x WeMoTec 480 fans with Plettenberg motors.

Supermarine Attacker - my 1st EDF capable of true vertical manoeuvres

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B-2 Spirit for 4x WeMoTec 480 fans, my 1st true finless flying

My Hunter XE546 for WeMoTec Micro 50mm fan

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The Biggie - B-52 with 8x WeMoTec 480 fans and Plettenberg 200-25-4 motors

Arado 234c conversion from the original2x Cox TD020 to 4x KP 44mm fans for

radio control

My latest, a Hawker Sea Hawk forWeMoTec Midi fan and Plettenberg

290-20-7 motor. It features retracts, flapsand a working deck hook.

Note from the Editor: Chris has offered to send up-to-date mini-articles aboutwhat he is currently doing, and not only EDF, but ‘e-props’ as well. I intend totake him up on the offer, so we should see more in the future.

20 E.F.-U.K.

A Parkyby Rob Ireland

At a BEFA technical workshop some three years ago, I was being assisted by myeldest, Lewis, on our trade stall. This was another opportunity to interest him inelectric flight. We were located next to Eric Leadley, who seemed much more busythan us that Sunday. Lewis had looked round the hall a few times, and filled therest of the afternoon with trips to the coffee bar for coke and crisps. He wasn’twild with excitement but also hadn’t asked me what time we would be goinghome, every ten minutes.By the end of the afternoon we were clearing up, when Eric presented Lewis withone of his plans which he pulled out of a box. Lewis was delighted with the gift,and as he thanked Eric, I tried to understand how the spark was kindled. Afterall, I had some plans of my own which I considered to be the best. There were alsoa number of models built already which could be flown straight away. I believe itwas the encouragement shown by somebody in addition to his father, which helpedhim along that day.The plan was for a Parky and Lewis wanted to build it straight away. I was notkeen because I had none of the right r/c equipment for this model, and a park flyerwas not on my building list.In the intervening period, I did an electric conversion of a foam Skyrider glider.Its GWS receiver suffered from glitches every time it flew and it had to be repairedevery night. After its final crash I ditched it and put the equipment aside. Apartfrom the range limited receiver (contrary to the range specifications provided onthe leaflet in the box, and assurances from the shop, later information appearedto confirm suspicions that this was really an indoor receiver), the Skyrider hadflown using 2 speed 280’s wired in parallel. Power was from 7 Sanyo 1100AAUcells, Kontronik Easy 1000 controller. Günther props glued to the motor shaftspushed the model along.Lewis was not interested in the failedSkyrider. Instead he wanted to build hismodel Parky from his plan, and then fly it.One weekend I relented. I had pulled out theplan again for one of those closer looks, andthought that it would convert to a nicesimple twin, using the equipment from theSkyrider. Lewis agreed and we were bothsatisfied. He would build his modified Parky(photographed with Lewis) and I would helphim, satisfying my inability to build anythingexactly as it said in the plans.

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Hints & TipsAn occasional feature allowing the sharing of hints,

tips and useful knowledge with the membersBattery Cooler. Whilst not claiming to have had the original idea, John Andersonhas assembled a battery cooler in the hope we have some good weather this summer.It is built using a 3” square fan from an old computer power supply, which can bepicked up for about £1 at a computer fair. This is fitted into a cylinder, in this casea piece of domestic soil pipe, which was supplied by a club member in the buildingtrade for nothing. This pipe is ideal as the fan outer case is exactly the internaldiameter of the soil pipe connection collar.The fan label says it is 12v DC Brushless and draws 0.15A, which means it canrun all day without noticeable drain on the supply battery, be it from the car orleisure battery. These fans are designed to run non stop for 20 years so there islikely to be enough life left in them for our intermittent use. Inside the pipe, anopen rack was stuck to the floor so that air can freely flow over all surfaces of thebattery being cooled. A plywood cradle holds the assembly level.

Left is the completedbattery cooler taken

from the fan end.

Bottom left is thebattery end showing

2 packs in place.

Bottom right showsthe simple open

rack fitted tosupport the battery

pack(s).

22 E.F.-U.K.

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

To allow proper appreciation of the models, colours copies of these photographswill be posted on the BEFA website a short while after publication of the magazine.If you can, check them out at www.befa.org.uk

The above model is the Bora III of Hubert Fehenberger, which was submitted byFranz Stockinger, email Franz.Stockinger@t-online.de.The model is 155 cm (61”) span, 121 cm (47.6”) long, has a wing area of 34,5 dm²(535 sq. in.) and is fitted with Goldberg retracts. The wing section is Eppler 374with no washout, but no tip stalling is apparent. An Ultra 300/30/3 on 16 Sanyo2000 cells powers it, and flights are 5 to 8 minutes long. The flying weight is 2.8kg(6 lb. 3 oz.), giving a wing loading of 81 g/dm² (26.6 oz./sq. ft.).Franz says they are planning to have a team of 4 models in our club. Hubert madea mould for the fuselage, cowl and canopy. We did the moulding together andalready made four fuselages.He also says that a plan for the whole model is available, contact him for moredetails (if you don’t have an email facility, contact can be made via the Editor).

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Dakota Talesby Trevor Hewson

(adapted articles originally in Sloping Off, the newsletter of the Christchurch & District MFC)

I have always liked the DC3 (aka Dakota, Gooney Bird, C47 etc.), but I wouldhave a hard time explaining exactly why. When trying to think of a realistic subjectfor electric flight with a retractable undercarriage, it wasn’t long before the Dakotacame to mind. One of the main attractions was the fact that there are noundercarriage doors to bother with.Whilst on holiday in the USA in 1998, I got to look around a rather batteredspecimen and discovered that the retract mechanism itself was in fact far fromstraightforward. The wheel swings up forwards, pivoting on the rear attachmentpoint, the main leg folding in half at the knee, so to speak. This was enough to putme off the idea, and I started to look for another subject.Twelve months later, I had still not made my mind up and then, in the June 1999edition of Radio Control Scale International, there was a review of the TopFliteDC3 kit, for which custom retracts were available. I had inspected one or twoTopFlite kits during my quest and they are definitely builders' kits. The woodselection was also better than many US kits I have seen - an important considerationwhen thinking about electric conversion.I was tempted to order the kit via the internet ($220 as opposed to £270!) but feltthat I ought to try to get to see what I was buying. I eventually tracked down a kitlocally and, within a matter of minutes, I was in the shop spreading bundles ofwood all over the counter. Not very much later I was staggering out of the shop

The Portpatrick Princess, pictured at Farnborough

24 E.F.-U.K.

Centre Section showing Retract Installation

with a rather large box into which had been added a pair of retracts and a 'RobartAir Kit' which I apparently would need to make them go up and down.The TopFlite DC3 is to 1/14 scale, spans 82.5" and is designed to be powered bytwo .25 to .40 2-stroke engines or .40 to .52 four strokes. The weight range givenis 8lb to 10lb. The RCSI review model was powered by two MVVS .40s. Afterdiscovering that the take off run was about ten feet, the reviewer concluded thattwo .25s would have been more than enough! Unfortunately he doesn't say whatweight his model came out at.Weighty MattersI assumed that the main sources of weight variation would be engine size andwhether or not the optional flaps and retracts were to be fitted. Since I intended touse both flaps and retracts (that was after all why I was building the model in thefirst place!), my scope for coming in below the upper limit seemed pretty limited.Then of course there is the small matter of the battery.I reckoned that 24 cells (i.e. three 8-cell packs) would weigh 3lbs, but that, somehow,somewhere I could save one pound, giving me an all-up weight of around 12lb.Now it's time to get out the rule book. The popular 50 watts per lb rule works outwell - 24 cells drawing 25 amps gives us 600 watts, which, at 50 watts per poundwill fly our 12lb aeroplane perfectly. Next we need to find some suitable motors.Whilst browsing through my collection of motor information I came across anarticle by Matthew Orme in which he suggests an alternative rule of thumb - Onecell for every 50 sq. ins of wing area. A glance at the box lid shows the wing areaof the DC3 to be 750sq. ins, so this suggests a cell count of 750÷50=15. Now, Iknow this is not an exact science but there is a lot of difference between 24 cellsand 15, 18oz of battery weight for a start!

E.F.-U.K. 25

It wasn't particularly hard to work out why these 2 rules were giving such differentanswers and soon I was doing the sum which I should have done at the outset -the wing loading. My 24 cell, 12lb approach would result in a wing loading of37oz/ft2 Matthew Orme had assumed a much more sensible figure of between 20and 25oz. The message from all of this was clear, if unpalatable: Either get theweight back nearer to 8lb than 12lb or expect the DC3 to fly more like a fighterthan an airliner.Trying to think positively, if we could get down to the 8lb to 9lb range, the modelwould probably fly on 16 cells. Two motors in series would be working on 8 cellseach, so we are now talking about nothing more than a powerful 540 or 600 sizemotor with a suitable gearbox.Gear UpGearboxes must come a close second to weight on the electric modeller's worrylist. In this case there is an added problem. The engine nacelles on the DC3 arevery close to the fuselage, limiting the prop diameter to 10". Three bladed propsare therefore recommended and will be more true to scale anyway. This does meanthough that there is little scope for tuning the drive system by changing the propsize. I therefore felt that I needed a gearbox with a good range of ratios that couldeasily be changed retrospectively. The MEC Superbox seemed to fit the bill and isvery light, so now we can return to the subject of motor choice.Power UpDoing the 50 watts per pound sum again on an all-up weight of 9lbs gives us 450watts. I therefore needed to find a 540 size motor capable of taking 220 to 250watts of input power. One motor that would definitely do the job is the WEPTurbo 10. This is a very hot (14 turn) motor and is designed to take this sort ofpower, operating at very high rpm, typically through a 6:1 gearbox. The onlydownside is that, at £55 each, they are twice the cost of most 'good' buggy motors.Then inspiration struck! I have a Graupner Sukhoi which doesn't get flown veryoften (it is a bit heavily loaded and frightens me silly!). In it is a Dave ChineryTeam Gear 40 unit which consists of two good buggy motors geared to a singleshaft. A phone call to Dave ascertained that these motors were 16 turn and ratedat 200 watts. Whilst the power rating is a bit marginal, for this type of aeroplaneI should only need full power for the take off, so I felt that this was a good enoughstart point - particularly since they were in stock!Stick UpAfter all this anguish over the power plant, it came as something of a relief tostart sticking bits of balsa together. If you want to find out more about theconstruction, I recommend the RCSI review, which is also available on the TopFliteweb site by the way. Meanwhile, the pictures should give you some idea of theconstruction. The general quality and fit was first class.

26 E.F.-U.K.

Servos and LinkagesAs drawn, the DC3 uses nine servos in all: six standard ones (ailerons[2], flaps[2],elevator and rudder/tailwheel) and three micro servos (throttles[2], plus air valvefor the retracts). This is one obvious opportunity for weight saving and, aftersome thought, Hitec HS81 servos were used throughout. I did though use themetal geared version for ailerons, elevator and rudder. These so far have provento be up to the job, although one metal geared example does suffer from poorcentring. Fortunately it is on the rudder/tailwheel and causes no problem.I very much liked the snake cum pushrod arrangements supplied for the rudderand elevator. These use quite slender piano wire, onto which short (1cm) sectionsof the snake inner are fitted at roughly 12" intervals (choose your own preferredunits!). This assembly then slides into a light, thin-walled outer, giving you awire pushrod, supported every foot or so. Low weight, low friction, no slop - veryimpressive.When I showed this to clubmate Clive, he rubbed his chin for a moment and thenasked why I hadn't mounted the servos under the tailplane and dispensed with 2x60cm of linkage entirely! He was right of course, so I then spent several eveningsworking out how best to fit the servos in the tail and adapt the tailwheel andrudder linkages.

Measure your building board before you start!

E.F.-U.K. 27

The DC3 has split trailing edge flaps, in three sections. They are a real fiddle tomake, but look great when you finally get them working properly. Having nowlanded the model both with and without flaps, I can confirm they are well worththe trouble.

The flaps are bottom hinged and I was somewhat surprised to see them operatedby external pushrods under the wing, necessitating long, dangly horns. Since theHS81 and its servo horn fit easily within the depth of the wing, I opted instead tofit internal horns to the flaps, so the whole linkage is invisible. The only problemwith this arrangement was in working out a way of assembling it all - the threesections of flap have to be slid together on their joiner rods and tubes, then offeredup to their hinges as one piece. At some point in this process, the flap horns haveto be engaged with the L-bends in the end of the pushrods. Several more eveningsof fiddling and fettling can be attributed to this departure from the book, but thistime I couldn't blame anyone but myself.Plastic bitsThe kit includes plastic mouldings for the engine cowls, rear tailcone, the cabinand the gigantic wing fairings. I was showing these to clubmate Mick, commentingon their high quality. Now, it seems Mick has been taking lessons from Clive onmore than just flying - as soon as he rubbed his chin, I knew I was in trouble. If

Internal operation of split flaps

28 E.F.-U.K.

you need any spare mouldings for a 1/14 DC3, I'm your man! Well, at least I wasallowed to use the cowls.If you are going to paint your DC3, there is no reason not to use the mouldingsprovided (but do check that the full size aircraft you are modelling actually hadthe tailcone fitted. I discovered that many military examples, including 'mine',didn't.) However, for reasons of weight and personal preference, I had decided tocover my 'Dak' in Profilm and, particularly in the case of the cabin and the wingfairings, I didn't fancy my chances of getting a good match with the painted plasticparts. I reckon that this particular decision added another fortnight onto thebuilding programme but, again, I don't regret it. And yes, the cowls are paintedand, no, they don't match the Profilm!Cockpit and WindowsThe instructions recommend you simulate the cabin windows by simply stickingon patches of black trim film, although they do give you the option of cutting out'real' windows if you wish. I built my wooden cabin with open windows thenrealised that this gave a beautiful view of bare balsa and I had neither the informationnor the inclination to do a fully fitted out cockpit interior. The answer to thisdilemma came somewhat surprisingly from my wife's hobby - patchwork.There is a material called template plastic which can best be described as theplastic equivalent of tinted glass. In truth, it is closer to frosted glass, having arough finish on one side which diffuses the light just enough to let you think youcan see through it, but without being able to make out any detail - perfect!There are of course lots more windows on the DC3 but I am afraid these got theblack trim treatment. The overall effect though is not bad.

The finished model

E.F.-U.K. 29

The Real ThingAlthough there are many full size examples to choose from, when it comes tocolour schemes, most of them fall into one of two categories, either militarycamouflage or civil examples in bare aluminium with a coloured stripe of somesort down the side and a logo on the fin. I needed a colour scheme that wassuitable for a Profilm finish, which ruled out the camouflaged specimens and Ireally wasn't keen on the aluminium look.Then I came across a couple of pictures of the Portpatrick Princess, operated bythe Royal Aircraft Establishment, painted in the well known 'raspberry ripple'colours. I made a few enquiries and learned that the aircraft is still flying but isnow with the Battle of Britain Memorial Flight and no longer sports the red whiteand blue colours. However, a call to the Defence Evaluation and Research Agencyat Farnborough led to an invitation to peruse some photos from their archivesand I was able to order copies of enough to create a reasonably faithful model.Maiden FrightIf you decided, as I often do, to read this bit first, you may have been surprised notto find it at the end. Well, I reached the point in late June where the model,although far from finished, was basically covered and, once I could balance it andwork out where and how to fit the battery, there was nothing in what remained tobe done that would increase its chances of a successful first flight. I reckoned that

Close-up of the nose, chowing the simple detailing used.

30 E.F.-U.K.

I would enjoy the finishing and detailing a whole lot more if I knew for sure thatit was all going to be worth it, so the flying programme was brought forward.Unfortunately the two 16 turn motors out of the Dave Chinery TG40 unit didn'tquite live up to their early promise. One of them in particular substantially under-performed the other and spewed carbon out of the back! I took them both to beserviced and, although they both now perform similarly, they haven't quite comeup to my original expectations (I may have over advanced the timing in my earliertests, giving a somewhat optimistic impression).As well as being a bit down on power, the model also turned out a bit heavier thanI had hoped, at around 9lb 8oz. This was though still within the 8-10lb rangerecommended for the i.c. version, so it should fly okay - if there is enough power!With flaps and air retracts, this is by far the most complicated model I haveoperated, so I took the precaution of writing out a couple of checklists; one tomake sure I didn't leave anything at home (such as the pump for the retracts) anda pre-flight sequence, so that I didn't get the model all assembled only to discoverthat an important lead was still buried deep inside the wing.Call me paranoid if you like, but I also worked out a flight plan. The main objectiveof the flight would be to test the model's behaviour when the flaps were deployed,so that I could decide whether to use them for the landing. I also needed a take offcircuit that didn't depend on clearing any trees!A fast taxi run indicated that the DC3 should be airborne just after the halfwaypoint of the runway, which was reassuring, so the battery was topped up and theDak was lined up ready to go.

Take-off!

E.F.-U.K. 31

This time, my rudder thumb seemed a bit more nervous and the model weavedsomewhat as it accelerated down the runway. As a result, the fence was loomingby the time it lifted off, so there was no opportunity to skim along the strip lettingthe speed build up before starting to climb out. Once over the fence, I started agentle right turn over the cornfield, but the model really needed more speed andwe were still only about six feet above the corn!Halfway round that turn, and still struggling to gain height or speed, it becameclear that the turn was not tight enough to clear the pit area. Not daring to bankany more steeply, I instead turned the other way and started a gentle 270 degreeleft turn, now flying at around ten feet altitude - and a long way away. Halfwayround this turn and with another five feet of altitude gained, a brain cell or twosomehow managed to disengage themselves from the task of stopping the modelfrom falling out of the sky and put up a flag to their colleagues, saying 'gear!' Iflicked the switch, up came the wheels and suddenly, maintaining speed was nolonger a problem and a steady climb was at last established.After a few circuits, and the injection of a fair bit of up trim, the model was quitecomfortable to fly, so it was time to test the flaps. Unfortunately this resulted inserious ballooning and the unscheduled exploration of the tip stall behaviour.This took the form of a 180° stall turn. Fortunately there was more than enoughheight to recover from the ensuing steep dive.Returning to the flight plan, a flapless landing was called and, although the elevatorseemed to lack authority on the flair out, the touchdown was smooth, if a littlefast and the model rolled down the strip to a halt. After a few deep breaths, I reallyenjoyed the taxiing back - even if my knees were shaking somewhat.Several lessons were learned from this short first flight. Adjusting the elevatortrim and the flap/elevator mixing were no problem but, after replaying thatfrightening first circuit in my head several times over the next few days, I had toaccept that the addition of a couple more cells would make it a much safer aeroplane.This was an unwelcome conclusion. First off it meant that the model would nowget even heavier. In fact, when finished and equipped with 18 cells, it came outjust on 10lbs.Second, whichever way I looked at my assortment of 7-cell and 8-cell packs, therewas no sensible way to make up an 18-cell pack, so three 6-cell 2400 packs werepurchased at great expense. Thirdly, three 6-cell packs don't fit where two 8-cellpacks went! In fact the battery stowage arrangement was totally re-worked, thegood news being that the new arrangement is actually much better.The static tests on 18 cells threw up a few teething troubles - a badly solderedbrush braid on one motor and a chip falling out of the speed controller! Oncethese were sorted the rpm and current draw looked good, so off we went for flightNo. 2. By now the cowls were fitted and some of the markings were in place so themodel was beginning to look more like the real thing.

32 E.F.-U.K.

Flight 2This time the wind direction meant that the climb out circuit had to be to theright, and had to clear the trees. I was glad I had gone for those extra cells! Sureenough, the take off was brisk and the climb out secure, although I had to holddown elevator in to moderate the climb.Unfortunately, deploying the flaps still resulted in a strong nose up pitchingmovement, which meant another flapless landing. This one was rather bouncy,which simultaneously tested the robustness of the retracts and the deliberateweak link in the battery retention system. After taxiing back with the belly hatchdrooping somewhat, an inspection revealed no damage other than the breakage ofthe balsa sticks used to peg the battery in place.Flights 3,4 & 5Having had my fill of flapless landings, I was determined this time to get the flap/elevator mixing sorted. The Multiplex Profi transmitter features a 'Digi adjuster'which enables any selected aspect of the Tx programming to be adjusted in flight.Using this, I was able to ease in just a little bit of flap and use the digi adjuster tore-trim the elevator. To my delight, when I then fed in more flap, no furtheradjustment was needed.Flight 3 ended with a smooth landing using half flap, Flight 4 was a repeat, thistime using full flap. With the flaps deployed, there is no difficulty in extending theflair and quite a bit of speed can be bled off before touchdown. Just as well really,because on flight 5 I caught the grass at the side of the strip just after touchdownwhich sent the model hopping sideways down the runway on one wheel. Theretracts survived that too - they are clearly stronger than they look!The model is now a joy to fly and I am now fine tuning it with a bit of throttle/elevator coupling to overcome the tendency to put its nose up a bit on take off(probably due to my reducing the recommended down-thrust a bit too much). Thegear and flaps can now be operated without the need for elevator input from thepilot and the main flight controls are smooth and progressive. Power is now morethan adequate as inadvertently demonstrated when I had to abort a fully flappedlanding approach. I am still stretching the flight duration gradually. Dischargingthe battery after flight indicates that flights of 8 or 9 minutes should be possible.Some carbon discharge is evident from the motors, so it remains to be seen whatthe interval between brush changes will be.Finishing TouchesEncouraged by the early flight tests, I was able to relax and enjoy the detailing ofthe model. I always agonise over just how much detail to include, and I still havemore to do around the engine nacelles and cowlings. However, the model is nowunmistakably the Portpatrick Princess (if only because it says so on the side ofthe cockpit!) and, for the present, I am enjoying flying it.

E.F.-U.K. 33

Motor Upgrade - April 2001Because of the short brush life (5 flights) experienced with the ferrite car motors,I decided to upgrade to Astro 035s. I kept the Graupner 10"x 7" three bladedpropellers and the MEC gearboxes. The gear ratio was changed from 4.29:1 to3.33:1 by switching to 18 tooth pinions.

Because of the protruding brush holder, the carburettor air scoops were added atthe same time and hopefully direct more cooling air onto the brushgear. Whileworking on the nacelles, I decided to make dummy engines and paint the propellers.

The installation of Astro 035, MEC gearbox & Graupner 10” x 7” 3-bladed propeller

Dummy engine and painted propellers.

34 E.F.-U.K.

The biggest challenge in flying the model (apart from remembering to do the rightthings with retracts and flaps, which are all new to me), is judging how slowly tofly it. It feels very solid in the air even when slowed up but, climbing out after onemoderately slow pass, the model pitched up steadily but uncontrollably, resultingin a rather graceful, not very scale-like and totally terrifying chandelle. Sincethen, I have dialled in a bit more down elevator mix on the throttle channel butfly-bys are still slow *or* low, but definitely not both!Airframe:

Wingspan: 82.5"Weight: 10lbs.Wing Area: 750 sq insWing Loading: 30.7 oz/ft2

Power system:Motors: Astro 035, wired in seriesBattery: 18 x 2400mahGearboxes: MEC Superboxes (3.33:1)Propellers: Graupner 3-bladed 10" x 7"

Performance:Based on: 7,200rpm at 27ampsPower loading: 53W/lb.Calculated thrust: 5lb. 11oz.Typical duration: 6 - 7 minutes

Trevor (right) with the DC3 at a fly-in

E.F.-U.K. 35

Flying the Starburstby Nick Fitton

There is a tendency these days to use rhyming titles for articles. In the hope ofstarting a trend, the title of this article means exactly what it says. Where it hasbeen necessary to quote measurements I use Imperial measure, without apology.The Starburst was my second E/F (Electric Flight) model, the first being theEarly Bird on which I had learned E/F R/C flying following a long lay off frommodelling. After the sedate Early Bird the Starburst was not a happy choice as afollow on project. The flying characteristics of these two models are as related asa Formula One car is to a jelly on springs. That both models are still in flyingcondition attests to the dogged persistence of the author and his skills retrievingbits of balsa from deep grass.As the reader may know the Starburst was designed by Duncan Hutson. It is a58½” span low wing aerobatic model with neither dihedral nor washout, and withinset ailerons. It is short coupled, with neutral stability in pitch and roll. It wasdesigned for Speed 600 power on seven cells, an 8” x 4” prop and a flying weightof 3 lbs. If the model comes out slightly overweight as did mine at 3¼ lbs., thisrepresents about 47 watts per pound (say 20 amps at 7.6 volts).

As a newcomer to E/F I didn’t know that Speed motors are throwaway items andas such can be “missile rated” On eight cells at 30 amps with a Race 600, I couldhave achieved 80 W/lb, which is much healthier. The motor would not have lastedlong at the high temperature, but so what? (Editor - I’ve been using one at 36Astatic for about 2 years now with no obvious ill effects).However, I had no knowledge of the Watts per pound guidelines, or indeed thatthere were any such guidelines. Had I known my 8.4-volt Speed 600 BB SP wouldbe operating at some 47 – 50 W/lb, I would have had a rethink. RCM&E statedthat Duncan Hutson can fly the full schedule on Speed 600 power and I’ve nodoubt he can. In a previous article I expressed the opinion that many E/F modelshave just enough power to get one into trouble, and the Starburst at 50 W/lb isone such case. I was soon to discover this.When I read the RCM&E review of the kit, I thought this is just the model for me

The Skeleton of a Starburst

36 E.F.-U.K.

– after all, didn’t I once own a full-size Chipmunk, not to mention experienceflying Tiger Moth’s and Stampes? If you are interested in the full-size, they wereMoth’s G-ACDC, G-AXBZ and Stampe G-ATKC at Fairoaks and Redhill. A piddlylittle model would be a doddle to an ace like me! I was to discover that flying aneutrally stable and highly responsive low wing model was more difficult thanflying the real thing.Having learned to throw the Early Bird around without having to take a bin bagto the flying site, my test pilot Nigel and I and set off for the flying field with mybuilt-to-perfection Starburst. At least I had the humility to realise that I shouldemploy the services of an experienced pilot for the first flight.In the full size world of aviation I had learned a hard, and nearly fatal lesson thatpre flight and pre take off checks were essential. I had also had a nearly fatalexperience because of misinterpretation of the “you have control” – “I have control”convention, more of which later.Thus I was determined to get it right, even in the world of model aeroplanes. Sohaving checked the model thoroughly, or so I thought, I handed the T/X to Nigelwith the injunction, “you have control”. On his command I launched my prideand joy heavenward. At 50 W/lb the rate of climb was hardly homesick angel stuff,but adequate, as they say.There was no sink on take off and I commented so to Nigel, who made no response.The impressive swoops and swerves told me he was enjoying himself, and I madesome suitable comment, expecting to receive a plaudit for my building skills –again, no answer. Commenting on the attempted flick roll produced the response“for Christ’s sake shut up”. That’s not very nice on a Thursday, I thought, andturned to remonstrate with him.Only then did I see his face which was a picture of desperate concentration. It wasapparent he only had marginal control and I realised I would be lucky not to befilling a bin bag in a few minutes. To make his life more interesting I hadthoughtfully covered the model in white Solarfilm with blue Solartrim, carefullymaking the top and undersides identical - well, how was I to know?Having thrashed around the sky to gain height Nigel eventually established adegree of control, but the subsequent landing was a frightening affair saved onlyby the long grass and Nigel’s youthful reactions.An aerodynamicist by profession, Nigel said the CG was too far aft and asked if Ihad checked it. Evasively I replied that I built the model exactly to spec, the CGmust be OK, but I owned up to not checking it: so much for my pre-flight checks!After showing Nigel my birth certificate to refute his allegations about myparentage, we checked the CG to discover it was so far aft as to make the modelalmost unflyable. At this point I remembered the instructions had said to buildthe tail light, an injunction I had not bothered about.

E.F.-U.K. 37

A call to Duncan Hutson revealed that one might have to add an ounce or so oflead, this conveniently not stated in the instructions. Now like most E/F modellers,I am incapable of willingly adding lead. Parasitic weight is, in Billy Connolly’sfamous comment, “about as welcome a fart in a space suit” – colourful if coarse!My solution was to turn the pack round so that the seventh cell was now forward.This produced some improvement but not enough, so I cut away the forward plyformer to enable me to push the pack so far forward that the seventh cell waswithin a few thou’ of the motor terminals. This helped greatly but I had to devisea new means of securing the top hatch. It also meant I had to re route the powercables from the pack to the Schulze ESC, thus putting them very close to the Rx.This is not good practice, so I wrapped the RX in foil, and have had no problems.These mods put the CG aft of the ideal position by approx ½”, a great improvementso I decided to fly. This was a bad decision as the Starburst probably in commonwith most aircraft, is very sensitive to CG. My test pilot, with ill concealedapprehension once again took to the skies and discovered that the model, whilstflyable, was still very twitchy. He felt sufficiently confident to give me the Tx formy first twiddle on the sticks. I was horrified to find just how twitchy it was,especially compared to the Early Bird, so I hurriedly gave the Tx back to Nigel.Still determined to avoid adding lead I took the plunge and carried out a majormod to move the motor forward. This had the added benefit of making the nosemore streamlined by way of an 8” x 4½” CAM folder.The CG was now too far forward, but was easily corrected by moving the batteryaft on its Velcro bed. Nigel was still the main pilot, but I was gaining confidencewith every flight. The aeroplane now flew well, but the twitchness together withorientation difficulties made flying a trial – modelling should be pleasant!Having made so many mods, and with new RC-2400’s, I felt Nigel should have thefirst flight (just in case) but he made a sudden and inexplicable decision to emigrate.So off to the flying field myself, solo for the first time! Although apprehensive, Iknew the aeroplane flew, so nothing could go wrong, right? – wrong!

The normal battery location and hatch for a Starburst

38 E.F.-U.K.

Because my flying field is rough grass I have to hand launch, so full of expectationI ran the Speed 600 up to its full magnificence, and urged the model skyward – theword “hurl” upsets me. I remained calm and detached as I picked wreckage out ofthe grass a few yards from my feet, the smell of instantly cut grass minglingenticingly with that of melting backplate.The impossible had happened - what could it be? This is your chance, reader, tosolve the riddle. Answer at the end of the article. First correct answer wins aweek’s holiday in Wigan. Second, two weeks in Wigan.Re-building is (sometimes) quicker than starting from scratch, and I soon had thebeastie ready for flight. At long last I achieved success, or at least partial success,as the model sometimes seemed to be flying me, rather than visa versa. My earlyflights were barely survivable affairs, culminating in damaging landings. An ancientChinese curse is “may you live in interesting times”. As I already said I was handlaunching over rough grass and, landings were always going to be interesting.I had been advised to leave the U/C off, but my theory was that the torsion U/Cwould absorb the impact of landing. I say impact as the Starburst glides fast(“quite quickly” it says pleasantly in the flying notes), and it’s so aerodynamicallyclean it is difficult to bleed off speed. Consequently there is always the temptationto “lead sled” it when within easy reach of the launch point. Kinetic energy is afunction of velocity squared, so landing twice as fast as necessary means one hasfour times the energy to dissipate. In my case some was dissipated by the U/C, theremainder by the wing tearing itself out by the roots.This was to be a frequent occurrence until I modified the wing mounting methodby making a 1/8th ply plate running right through the fuselage, as opposed toslotting into the thin ply fuselage doublers as in the original design. I think theoriginal wing bolt was steel, but I can’t remember. If it was I now replaced it witha frangible (good word that!) plastic one.To make hand launching easier I took the U/C off and built in some thumb slots.This indeed made T/O easier as I could get a better push: as a added benefit, itsaved over two ounces of weight.It did however make landing more difficult, as anything other than a completelywings level landing produced a ground loop. The rotational energy imparted to thebattery pack was now dissipated by the long suffering wing / fuselage joint, whichsometimes gave up the fight.The reader must be wondering if my luck was about to change, and sure enough itdid, for the worse!Now the mighty Speed 600 BB SP began to loose power, probably due to lack ofcooling. Aerobatics, never enthralling on 50 W/lb, became positively dangerousdue to lack of speed and thrust. I read in S&E Modeler that a ferrite will loose 43%of its power due to poor cooling. I partially solved this by drilling the spinner andbackplate, but it was evident that I needed a better power plant.

E.F.-U.K. 39

I had changed the Early Bird power train from the “powerful 540” of the advertisingblurb to a 7.2 volt Speed 500 RACE No.1789 mated to a Graupner gearbox turningan 11” x 8” CAM folder. This combination was a great success so I resolved to tryit in the Starburst. Once again, more mods to the rapidly lengthening nose andpresto, a massive gain in performance.Not only that, I discovered that if I did not use the ESC’s brake option, thusallowing the prop to freewheel, the additional drag helped to bleed of speed forlanding. I had by this time learned to get the speed back whilst downwind, trimmingaft, making the turn on to finals at stall speed plus a healthy smidgen.As the Starburst has no washout it has the endearing habit of dropping a wing atthe stall – this is bad news at 5’. To make landings even more exciting, my particularmodel has a little wash-in on one wing. I also discovered that if it were necessaryto overshoot, the amount of aft trim used for the preceding approach meant thatthe elevator did not have sufficient authority to control the pitch up on applicationof full power – why do fellow club members down trannies to watch my landings!I have now tamed the Starburst and no longer fear it. It has cost two major rebuildsand innumerable repairs, but in the process I have learned a lot. Following onemajor crash due to disorientation the HS81 servo gears stripped, so now I use81MG’s for all my E/F models. The Starburst is now so much repaired and modifiedthat it must be overweight, and is now my test bed for new drive train ideas andfor rough and ready sessions.The model is close to retirement as I am starting to worry about its structuralintegrity at the higher powers I am using. This is not to reflect on the soundnessof Hutson’s design, merely on the fact that so many repairs have been done. I referyou to the Omagh Model Flying Club website, www.omagh-mfc.co.uk, you mightfind more pictures of me and my Starburst.My Starburst now has a 35000 rpm Kyosho Xspeed buggy motor, timing advancefixed at 200 , with a Graupner 2.8:1 gearbox, 8 RC-2400 cells and CAM 9”x5”,pulling 29A. I chose the Xspeed solely because it was the only buggy motor in theshop – my logic was that it must be better than the 500 Race and at under £20 Imight as well try it. The model now flies with great authority and in the righthands will fly the book. It can just about do a vertical roll from straight & level.The final step in taming the Starburst was the use of 70% negative exponential onailerons and elevator. This greatly reduces the sensitivity, yet does not compromiseaerobatic capability at my modest level. The control response, particularly on finalsat low speed, is far less unforgiving of coarse stick inputs.Before Duncan Hutson ceased production I bought a second Starburst kit. This isawaiting next winter as a building project and I will incorporate my painfullylearned mods. If Duncan Hutson reads this I would plead with him to get someone(Peter Ross?) to take over the production of this outstanding aeroplane. Along withthe Crossfire, it’s far too good to be left out of the inventory of electric models. Ifanyone personally knows Duncan, please ask him.

40 E.F.-U.K.

My new Starburst will be powered by a Kyosho Atomic Force 17T on 8 cells, aMoorcraft 3.9 box with a CAM 11” x 8” folder. MotoCalc predicts 81W/lb, a motorefficiency of 81%, 29 amps, and 36 ozs thrust. Motor temp is predicted as 72oC,which is OK for a ferrite. As soon as I can get them I intend using the new CP-1700 2/3 Sub-C cells, which will boost the Watts/lb. figure.I chose the Atomic Force because someone in ezonemag.com raved about its bigbrushes, ball bearings, light weight, could be timed, and was cheap. MotoCalc hasthe constants for most Kyosho motors, and I have a policy of not buying anymotor for which the constants are not quoted. I can measure them myself now,but why bother?I have learned some very important points since I entered E Flight. In no particularorder of importance, they are: -1. Get MotoCalc or similar. It really is essential given the vast number ofpossible permutations and combinations of drive train components.2. Only use motors for which the constants are quoted. If you have to measurethem, Kv and Io are easy, but Rm must be calculated statistically from a numberof measured results. Do we use the mean, median or mode value?3. Keep to one type of speed controller and connector for all your models.Sooner or later you will want to interchange components. I use Schulze controllersand their 3.5mm gold connectors exclusively.

Nick Fitton with his Crossfire (left), Starburst (right) and Early Bird (bottom)

E.F.-U.K. 41

4. Fly your models as you would the real thing – i.e. do pre-T/O checks, plancircuit direction with respect to obstacles and wind. Reduce speed on the downwindleg. A good landing is one not requiring the use of a bin bag!5. Check CG – author please note!6. Generally speaking, geared installations are better than direct drive, exceptwith low Kv motors. A gearbox will help to overcome the inherent deficiencies ofthe ferrite motor, i.e. low efficiency & temperature resistance. Having said that Iuse a direct drive Irvine Cobalt 0507 (identical to Maxx 1507) in my Crossfire on8 cells. Is this the ideal all round electric model?To finish this article, I’ll tell you how I nearly killed myself by way of the “youhave control” – “I have control” protocol. I had just purchased the Chipmunkand with uncharacteristic caution decided I should get someone to check me out.The hero I chose was a professional Irish pilot – (no jokes please), a BAe 146jockey. To avoid being sued for libel I shall call him XXX, not his real name.With XXX humming happily in the back, my take off was uneventful. A climb to2000’ for some general handling and a stall or two – yes, I KNOW one should behigher for stall practice, but we were time limited as the bar was about to open.Returning to Newtownards, XXX said, “oi’ll take de ting” (the Southern Irishcan’t pronounce the “th” sound) so I said, “you have control” – answered asexpected by “oi have control”. Some serious split arsing around the airfield followed,seldom exceeding 700'. After a few minutes I noticed we were in a left-hand spiral,speed increasing, altimeter needle unwinding towards the makers name. Just beforeit started to read in fathoms I said jokingly “are you flying this, XXX”? A distinctpause was followed by “pardon”? I repeated the question, this time my voice anoctave higher. “….oi don’t tink oi am” said XXX casually.How I missed terra firma I don’t know, but I did and landed shakily, with XXXnow engaged enthusiastically on “John Browns Body”. To cap it all a comedian inthe bar said, “that looked impressive” and would I please do it again?I swear to this day XXX had not handed control back to me.I wonder what he hummed after “John Browns Body”? Probably the old wartimepilots song “They scraped him off the runway like a lump of strawberry jam”which is sung to the same tune!Quiz answer. I had forgotten to put Velcro on the new 2400 pack. Consequently, itslid fully aft – ‘nuff said!Editor: The first two photographs are of a different Starburst and are included (byme) for general information.

42 E.F.-U.K.

Traunreut 2002by David Theunissen

OK, hands up those who are crazy enough to leave home at 4 am, drive to Folkestoneto catch a 6am train, and then spend another 11 hours driving across Europe tocrash model aeroplanes. Not many; I thought not. Well, that’s I what I did in themiddle of May.My job requires me to travel a bit, and since I was at home with (almost) nothingbetter to do, I thought I would take the opportunity to attend the Traunreutevent. Most of you probably subscribe to QEFI so I will not repeat what I havesubmitted to them. The site is located in Bavaria, almost as far as Salzburg inAustria. Mike Payne normally attends, and being a clever guy, he flies out. Notonly is it quicker but cheaper too. Channel crossings are expensive exercises.Well, I knew that the Germans had not seen my Fly Baby yet, and being such agreat model, I thought I should take this with me. Sadly, I brought it back inpieces (not my fault, promise) but it did perform nicely a few times. I took myStearman along as backup. It too performed well until the rate settings went from0% to +255% between flights which suggested to me I should quit before I lostthis model too. The Stearman was duly grounded and made it safely home!The event is advertised as ‘semi-scale’. The AndNow model is so impressive and,as it originated in Germany, I thought it fitting to demonstrate this end of the sizerange too. However, the model is not scale, so I decided I needed a scale version. Isearched for 3-views of suitable models on the web and this led to the Extra 300

Franz Schmid’s 5.2m, 9.9kg Bleriot XI (No. 10).

E.F.-U.K. 43

which I built. The model has a reasonably accurate profile fuselage, with theflying surfaces are somewhere between scale and those of the AndNow. Good enoughfor a depron model which is going to get beaten up the first time I fly indoors. Ifyou want a souped up version of the AndNow, which also passes as scale modeltake a look at www.flyelectric.ukgateway.net/indoor.htm#extra. This modelis still being developed so if you can suggest improvements, please do.As mentioned, the event is advertised as a semi-scale event, and most planes arescale. However, there are also a fair number of sport models, particularly on theThursday/Friday of the event. The full list is published later, from which you cansee all the models entered. The planes are generally big, which is what you wouldexpect from a major event, but even so it is impressive.Franz Schmid’s models help bring up the averages, but even so, there were manyother large models. Franz’s main models ranged from the baby 17 ft Bleriot to thenew 34 ft Horten with the 22 ft Klemm in between. His ‘sport’ model was a BellancaCitabria with an 8ft wing and 30 cells! This one was a little tatty but was hugelyover-powered and he let rip with some low knife-edge flight and other sillymanoeuvres. These models all fit inside one van, although this year he had tohave the rear door partially open with pieces of plastic-covered wing protruding.Another person who made me feel green with envy was Klaus Seidel. His SE 5a islarger than my Stearman but only a third of the weight! OK mine was built toF4C standards and I have many moulded components because I want to make aspare at the time. However, Klaus’ model performs exceedingly well. Flat spins

Klaus Seidel and his 2.0m span, 2.9kg RAF SE5a (No. 66).

44 E.F.-U.K.

from almost no height and frolicking about with abandon just a few feet from thedeck is ‘Bubbles’ type behaviour, it’s rare to see nice scale biplanes have such nicecharacteristics! He and a few others flew large models on 10 cells with high gearingand large props. An interesting way to go with large models.Ralf Dvorak is an airline pilot in real life, and has developed a fast ducted fanmodel which he calls ‘El Bandito’. Bob Violet apparently has a larger model calledthe Bandit which is very successful in IC circles. Ralf’s model is electric poweredand similar to the Bandit is shape and profile, hence the name. Nothing has actuallybeen copied but the lines are similar enough to have a similar name.I know nothing about EDF and could not compare the speed with any other, butthe fact that the model was at least as fast as the others on display, and he flewsuch long times (7 minutes on 2400’s), meant the model had to be very capable.EDF has the reputation of only looking good at full throttle, and this will typicallyonly give 3 to 4 minute flights. The mouldings for Ralf’s kit are make in the CzechRepublic and you can contact him through his web site www.rd-jets.de. Ralf speaksexcellent English.Franz Stockinger deserves special mention. He is the main contact for the eventand also speaks excellent English to help us hopeless foreigners. He happily arrangedaccommodation for me at a very cheap and very comfortable B&B which was just5 minutes from the site. 15 euros is not bad for a large room, quiet setting andgenerous breakfast. When is Britain adopting the euro? Oops, sorry, but the “singlecurrency” does make travelling on the Continent very easy. Franz flew a couple ofbipes, one a Sopworth Tabloid (I know that because of the large letters down theside of the fuz!) and the other a Rheinland Schalbe.

Ralf Dvorak’s “El Bandito” 1.23m span EDF models, & launch ramp (No. 20 & 21).

E.F.-U.K. 45

I beat Franz up as representative of the whole of Germany: too many scale modelshad no pilot! The planes look dreadful in flight!!! Even a profile depron head wouldimprove the effect immeasurably. I’m not returning until every scale model has apilot (well, unless Franz Schmid builds another huge model). Thanks for all yourhard work in making my visit and the event a success, Franz. I know there is alarge team in addition to Franz so forgive me for not mentioning them by name.There were also many other superb models and flyers (some even had pilots), butit’s difficult to keep track. I’m fond on the Actro motors but for the adventurousand engineering oriented, the homemade LRK motors covered in the last EF-UKlook very impressive in the flesh. Every component can be bought at events suchas these, but decide what you want before attending, perhaps with alternatives,as the choice is vast.Steve Pinder is an ex Brit now living in Munich. He alerted me to a new materialwith which he is experimenting. It is called ‘Selitac’ and is basically 2mm Depronwhich comes as a 1x15m roll. It has a very pronounced grain, so much so that the‘weak’ direction can fold to about a 1/8 inch diameter without creasing. The ‘strong’direction is similar in strength to normal Depron sheets of similar thickness. It isdifficult to use due to the natural curvature, but it would be ideal for dual skinapplications (wings and fuz’s). I made a Pibros using the material. With 3mmDepron ribs spaced 100mm apart, the skin looked a bit ‘starved’. However, 50mm(2 inch) spacing should be ideal for ‘built up’ wings and a single section could beused to form both upper and lower surfaces with a perfect continuous curve around

Franz Stockinger and his red Rheinland Schalbe, 1.6m and 4.75kg (No. 15).

46 E.F.-U.K.The Dorner of Georg Höfelschweiger, 2m span and weighs 1.8kg (No. 37).

The 2.96m span, 8.8kg Lufthansa Douglas DC3 of Charlie Binder (No. 16).

the leading edge if required. 3mm Depron weighs about 135g per square meter;this stuff weighs 82g for the same area. The material is used as a floor underlay toreduce tread noise. I bought mine from ‘OBI’ in Germany but other DIY storeswhich specialise in wooden flooring should stock it. One roll cost under 18 euros(£12). I don’t know if it is available in the UK.Well, that’s it for now. Jan will no doubt publish as many pictures as he can.Email me if you have any queries dwt@ukgateway.net.

E.F.-U.K. 47

Franz Schmid plus helpers ready the Horten IIIe for flight. This huge model is 10.5mspand and weighs 19.9kg (No. 11).

The Horten IIIe (No. 11) of Franz Schmid takes to the air.

48 E.F.-U.K.

This shows the amount of work that Franz Schmid has undertaken into creating theHorten IIIe (No. 11). Each rib is constructed in this manner and, dut to the tapering

wing, only 2 ribs of each size are required.

The 2.2m, 4.8kg Dornier 328 of Wilfried Theuerlein (No. 77 background) andthe 1.8m span and 3.8kg BAe 146 of Helmut Thurner (No. 74 foreground).

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 and2.7kg weight (No. 56).

Goerg Höfelschweiger’s 2.84m span, 6.0kg Fiesler Storch (No. 38).

E.F.-U.K. 51

Bruno Schmalzgruber and his Gotha Go 151 (No. 68), 2.48m and 5.6kg

The Siebel Fh 104“Hallore” (No. 40) of

Christian Hoffman,2.4m span and 6.3kg,doing a low flypast

with theundercarriage

retracted.

52 E.F.-U.K.

E.F.-U.K. 53

54 E.F.-U.K.

E.F.-U.K. 55

56 E.F.-U.K.

The Siebel Fh 104 “Hallore” (No. 40) of Christian Hoffman back in the pits.

In the background is the 1.4m span, 1.6kg, Bristol Beaufighter Mk 6 (No. 58) of AndreasPohn, and in the foreground the 1.36m, 1.65kg, Mitchell B25 (No. 26) of Uwe Forster.

E.F.-U.K. 57

The BMFA Southern AreaElectric Fly-In

at Winchester MAC on 16 June 2002by Jan Bassett

The predicted weather wasn’t exactly inspiring, with the 4 different sources checkedgiving differing gloomy forecasts. Not the ideal day for a fly-in with the averageforecast being intermittent fog and a 10% chance of rain. Still, as the site is onlyabout 80 miles away it was worth making the effort. During the drive to the site,it turned out that all the forecasts where correct as the weather varied from lightrain in fog to dull overcast on the way.I arrived at the site at 9.30am to find over a dozen other pilot’s had alreadyarrived, and general preparations were under way. It was extremely mirky andeveryone was taking their time, hoping for an improvement in the weather.

The site is quite large and immaculately prepared with the grass mown short andthe surface good. A pits area and pilot’s box had been marked on the grass whichwas useful. Surrounding the ‘patch’ on two sides was a 3’ high crop, with longgrass on a third and trees behind the pits and parking.Around 10:30am, in poor visibility due to mist, the first pilot decided to take-offand promptly vanished into low cloud at about 50ft. Having flown a couple ofcircuits he wisely landed and the waiting continued. The conditions did improveand by 11am the cloud had lift to around 200ft and the mist had cleared slighty.

A shot along the pits at about 10:30am

58 E.F.-U.K.

This is Cyril Carr’s collection of Avro Vulcan, Convair XFY-1 Pogo, de Havilland Hornetand profile Bede BD5. The Convair was a vertical take-off aircraft originally poweredby two engines driving contra-rotating propellers. The model is powered by a singlePerkins 480 motor with Mini Olympus gearbox, driving 2x 3-blade propellers that

rotate in the same direction.This prompted a number of pilot’s to brave the elements. Aerobatics could beflown provided you pulled the tight, or didn’t mind disappearing at the top ofloops and stall turns.The Winchester MAC provided a barbecue at lunch time, with free sausages andbread rolls to all attendees. This was definitely appreciated by everyone there, andit also coincided with the weather clamping down again, limiting flying.It was diffcult to judge the height and distance over the crop, and it managed tocatch a few models (including one of mine due to undershooting). The grass remaineddamp, because of the mist, and the long grass caught a number of models as theyslid off the patch (sometimes when the model touched down before half way across).The All-Up-Last-Down competition was due to start at 1pm, but was delayed until2pm to allow the weather to improve. Despite poor conditions the winner completeda flight over well over an hour!The mist persisted throughout the day to a great of lesser extent, and was joined.periodically by a few spots of rain. Apparently just 5 miles down the road it hadbeen raining all morning. Considering the weather, the turn-out was good withseveral interesting models. I have tried to pick the highlights to give a flavour ofthe models present.My thanks, and I’m sure that of all pilot’s attending, goes to the Winchester MACfor an excellent event

E.F.-U.K. 59

Certainly the fastestmodel (silver model

in foreground)belonged to Kevin

Saunders. This smallEDF model runningon only 6 cells was

phenomenally quickand had excellentduration. It used ahome made carbonfan, which Jepé mayproduce .It is alsoflown on 8 cells,

when it goes evenquicker!

Three models brought by Brian Jones. The Red Baron was stunning and is powered by a??? brushless motor and ??? propeller on 12 RC-2000 cells. It really tore around thesky, along with almost identical model of Kevin Saunders (in the foreground below),with supreme authority. The F9F Panther flew really well and sounded the part. It is

powered by a Plettenberg 200/20/7 motor on 16 RC-2000, driving a WeMoTec Midi-fan.The Starfighter hadn’t flown before the event so remained on the ground. This has a very

small wing area and is powered by a Graupner Speed 480 Race BB motor on 10 CP-1300 cells driving a WeMoTec 480 fan.

60 E.F.-U.K.

Also extremely interesting was Cyril’s de Havilland Hornet, which can be configured aseither the NF Mk 21 or F Mk 20 variants. The photograph on the front cover shows the

NF Mk 21 variant, and the picture below the F Mk 20. The model is 54" span andpowered by 2 Kyosho Xmotors in series, driving Master 2.5:1 gearboxes. This

combination and the 16 Sub-C cells will provide 2.5lbs thrust per motor.The photograph shows the model fitted with the dummy propeller blades. Each spinnerhad been drilled and tapped to take two additional blades. The propeller blades aredrilled and fitted with the M3 studs and are screwed in for display and removed for

flight. The fitting and removal is extremely easy and quick. I’ve finally found a use forall those one bladed propellers I’ve been hoarding.

The model is fitted with home made retracts to get the required retraction angle (~105°).Flying weight expected to be 7 lb. The models has not yet flown, but is very close.

Pitcured here are theStearman, the “EndoPlasma” Speedy Bee

and Depron Extra 300of David Theunissen

and the Elipstik,Aquila and Depron

Extra 300 of

E.F.-U.K. 61

Electrifying the Sunday Flyerby Mike Pirie

A well-known law of aeromodelling states that when you have a new model to fly,the weather turns against you. Here in Aberdeen, the awful weather of late May/ early June certainly put paid to any thoughts of possible 'Blenheim' flying, andfrustration levels were building up. I couldn't just keep pacing the house like abear with a sore head forever, so I had to find a 'fill-in' project to tide me over.My Sunday Flyer (plan RC 1595) had been stripped of its Vega 25 four-strokeengine last year with a view to an electric conversion, so this seemed to fit the bill.The motor I had in mind was the AP-29L, which was now spare since purchasinga Plettenberg for my Kyosho T33. Having estimated the flying weight of the electricSunday Flyer at about 1600g, I was reckoning on a power input of about 180Wfor a successful ROG (using the 50 watts/lb rule of thumb). With a wing loading ofabout 12oz/sq.ft, I suspected that this figure was probably more than enough.A word with Gordon Tarling established the desired current levels for this motor.The recommended maximum is 25 amps, but it can be pushed to 30 or 35 amps at

Mike and his Sunday Flyer.

62 E.F.-U.K.

the expense of motor life. So for my 180 watts I was looking at 25 to 30 amps and6 or 7 cells. A session with MotoCalc told me the motor would turn a 10" x 6”propeller with 3:1 gearing and would draw 25 amps on 6 cells.This seemed too good to be true, as the Vega engine turned a similar sized propeller.The MotoCalc 'in-flight' results showed that the plane would fly very well, andthis was confirmed by ElectriCalc (although it was a little optimistic). So, satisfiedthat I had found a suitable power train, I immediately sent off to Gordon Tarlingfor a Modelair-Tech Belt Drive, and set about the modifications to the model. Ihad a 10” x 7” folding propeller available so I decided to use that.The first thing to do was to strip the fuselage of its oil-soaked tissue. After this, Iset about stripping out the redundant items such as the fuel tank and throttleservo, and stripping the nose back to the first bulkhead (except for the topplanking). Eighty per cent of the ply bulkhead was removed and a lite-ply formerinstalled further forward as a support for the belt-drive. The wheels were replacedwith 75mm sponge wheels from Graham McAllister. A lite-ply battery tray wasdesigned and fitted, and the nose built up again with soft balsa. The fuselage wascovered in polyester tissue from Mike Woodhouse.It was at this point that I made the happy discovery. An oz. of lead had been usedat the tail of the model to achieve the C of G, which was promptly removed. I wasvery impressed with the polyester tissue. At 25g/m2, it is not much heavier thandoped tissue and much tougher. Best of all, it only needs one coat of 50/50 dope. Atthe end, the model was weighed and was 1440g - 30g lighter than the i.c. version!As luck would have it, and in complete defiance of the aforementioned law, thecompletion of the model happily coincided with a calm sunny morning. So I wasoff to the local park with my plane and a brand new 6-cell pack of the new SanyoRC-3000HVs. Nose into the wind, and full throttle applied, the Sunday Flyerperformed a perfect ground loop - oops - wrong stick - it's rudder/elevator only!On the second attempt, this time using the aileron stick to steer rather than therudder stick, a successful take-off was achieved. Climbing smartly into the breeze,it was soon at about 100 feet. I throttled back gradually, until, at quarter throttle,it eventually stopped climbing! After eleven minutes of pleasant flying, gentleaerobatics and general stooging around, I was back on the ground - a great firstflight. Subsequent flights have been no less successful, the best duration to datebeing twelve and a half minutes. Now where's that Mannock!Specification:Wing Span: 46½” 118 cm Wing Area: 668 in2 43.1 dm2

Weight: 51 oz. 1.44kg Wing Loading: 11.0 oz/ft2 33.4 g/dm2

Power/Weight: 47 W / lb. Flight Time: ~11 minutesEquipment: Kyosho AP29L, Modelair-Tech H-50x0 belt-drive 3:1,

Aero-Naut 10” x 7” folder, Schulze slim-50be,6 x Sanyo RC-3000HV NiMH cells

E.F.-U.K. 63

Member's Sales & WantsFOR SALE / WANTED

For Sale on behalf of the estate of the late Sqn Ldr Ken Wood, MBE. All reasonableoffers considered as his daughter mainly wants them to go to a good home. Themodels are all fully built and shipping would be difficult. Delivery and/or viewingcan be arrange at any of the BEFA fly-ins. All have been statically tested and arefully functional. For more details (or digital photographs), contact Jan Bassett on01935 472743 or email jan.bassett@electric-flight.org.uk:

• Graupner Electro-UHU (1.9m span version) with SpeedGear 500 2.8:1,Graupner 12” x 10” folding propeller, Fleet FPS-24A speed control, MicronMini Rx, 2 x Futaab S133 servos. Only requires a 7 cell Sub-C pack to fly.

• Graupner Electro-UHU (1.6m span version) with SpeedGear 500 2.8:1,Graupner 12” x 10” folding propeller, Fleet FPS-24A speed control, µ6Rx,2 x Futaba S133 servos. Only requires a 7 cell Sub-C pack to fly.

• Goldberg Electra powered sailplane with modified nose shape (78” spansingle-piece wing of 663 sq.in.). Fitted with 1x Hitec HS-80 and 1x FutabaS143 servos. The motor mounting tube is designed for a Keller 22/12motor, but would fit a Speed 600 motor & compact gearbox with little orno modification. Covered in Solarfilm, the fuselage, fin and wing centrepanels are red, with the tailplane, elevator and rudder in white and yellowoutboard panels on the wings. Intended for 7 Sub-C cells, but would take8x Sub-C or 10x 4/5 Sub-C.

• Goldberg Electra powered sailplane with modified nose shape (78” spansingle-piece wing of 663 sq.in.). Fitted with Keller 22/12 motor, Graupner10” x 6” folding propeller, Fleet FPS-24A speed control, Micron Mini Rxand 2x Fleet FPS-18 mini servos. Covered overall in Fibafilm with thefuselage, elevator & rudder in white and the wings, tailplane & fin in red.Intended for 7 Sub-C cells, but would take 8x Sub-C or 10x 4/5 Sub-C.

For Sale by Eric Cable, the following motors which are boxed and unflown.Contact Eric on telephone 01935 478974 (Yeovil).

• Plettenberg HP 200/20/12 motor - £75• Astro 05 FAI, 6 turn motor, geared 2.2:1 - £95• LRP Super 400 - £25

For Sale by Dave Chinery, a Aveox 1406-2Y and controller - £120 ono. Contacthim on 020 8573 4687 or at email DavidDchinery@aol.com

64 E.F.-U.K.

Aveox F16FMR brushless motor CETO RX, 2 WES servos & JMP ESC

For Sale by Mike Pitchers (Nr. Leicester). He says he is not giving up butclearing loft of unwanted models, no reasonable offer refused, he just wants themto go to a “good home”. All are airworthy and in smart condition. Motor batteriesare included with power models. Contact Mike on telephone number 01530 242856or email him at mike.pitchers@virgin.net. He said he will supply digitalphotographs if required, email him to request them.

• Wik Kestrel 114" span glider full controls including spoilers, servosincluded.

• 100" Standard glider originally based on "Monteray", old but in goodairworthy condition, servos included. A very good flyer.

• Semi-scale AV22s, 6' span, tailless glider, appeared as my plan in RCM.Very unusual with swept forward wings, OK on slope or winch/bungee.Airframe only. Requires some flying skill!

• "Fulmar" my original model (Plans published in RCM&E) electriccompetition glider including everything but radio.

• Silent Knight electric glider complete with motor, folding propellerand Hitec servos. Has its own box to take on holiday. A very reliabletrainer aircraft.

• "Sportwagon" vintage (1946?), has won competitions. airframe, gearedmotor, propeller and speed controller.

• Slope soarer for light winds (own design), aileron & elevators, includingservos.

For Sale by Neil Stainton, telephone him on 01926 314011 or email atneil@tailormadesoftware.com

• An Aveox F16FMR competition / hot sports brushless motor includingintegral 3.7:1 gearbox (see photograph above). 10-20 cells, max 80A,Kv=2000rpm/V, Rm=0.018R, Io=2.5A. Good working condition but someabrasion to the blue cable's insulation - £135

E.F.-U.K. 65

• A new un-run Mega AC brushless n22/30/4 motor. 6-30 cells, max 50A,Kv = 940 rpm/V, Rm=0.056R, Io=1.65A - £79

• Ceto 35Mhz receiver hard wired to two WES Technik 2.4g servos andJMP 6A ESC (photograph on previous page). Complete weight of Rx /ESC / servo brick is 10g. Rx xtal not included - £75

• ToyTronix blimp with 3 channel IR Tx & Rx - £35

For Sale by Gordon Tarling, an X-Models 'Little Star' glider. Complete withAP29BB motor with Kruse 'Introgear' gearbox, Aeronaut 10 x 6 Folding Propeller,Micro-Star 20BEC Motor controller, Futaba 3 channel receiver, 2 x JR341 servosand 7 x 1000SCR battery pack. Little flown and all in excellent condition. Ready-to-fly at £220 o.n.o. Contact Gordon Tarling - gordon.tarling@ntlworld.com

For Sale - Electric beginners outfit with brand new electro tutor kit, only rearwing & fin built, complete with electric power train (motor, gearbox, batteries &speed controller). Brand new unused JR XP652 computer radio set, which is fullyNiCd and complete with 4 servos. CSM v9.1 RC aeroplane & helicopter simulatorfor PC with interface cable to suit the JR radio set. A truly complete beginnersoutfit, all superb condition, genuine reason for sale. Worth around £425, all brandnew, price :- £250. Contact Tony Bryan on telephone 01455 446701 (and leave amessage if unavailable) or email at anthony.bryan@ntlworld.com

Wanted - a 4 channel radio gear with servos, batteries, charger etc. Anyinformation ring 01825 872752 East Sussex and ask for Chris.

Wanted by the Editor (contact details on page 4) any of the following:

• Articles• Photographs of models (with dimensions & equipment installed please).

All photographs will be returned after publication (unless you specify otherwise).

• New items of interest for inclusion in this magazine

Requests for inclusion in the For Sale & Wanted pages can be made by email, postor by telephone, to the Editor using the contact details on page 4. Entries can alsobe submitted on-line from the For Sale & Wanted page on the BEFA website atwww.befa.org.ukIf you wish to have pictures included with your entry, post photograph prints, oremail graphic files, to the Editor.Adverts will be included in both E.F.-U.K. and on the BEFA Website unlessinstructed otherwise.

66 E.F.-U.K.

Electric Flight CalendarIf you would like details of your event to appear in these pages please send fulldetails to the Editor, contact details on page 4.Dates, times and, even, locations of events can all change at the last minute. Youare strongly advised to check details with the given contacts before setting out ona long journey to any event. You are asked to please check with the organisers ofnon-BEFA events for their requirements.All BEFA flying events require proof of BMFA or equivalent insuranceto fly. Additionally, all models must have been satisfactorily test flownprior to the BEFA event to fly - no test flights on the day.Despite rumours to the contrary, BEFA has not set qualifications to fly at ourevents. All that is expected is basic flying competency, no BMFA certificates arerequired to fly.

July 200221st BEFA Fly-In at North Leamington School, Leamington Spa.

All the usual fun with Scale, Vintage and All-Up-Last-Downcompetitions being held. Pilots briefing will be at 10am, for safetyreasons you don’t want to miss it (or you may not be allowed to fly).Contact Jan Bassett for more information, details on page 4.

21st Ebor E-Slot Little League Event No 3 in York area (venue TBC).A series of 4 events in the York area. Prizes for each event each dayand for the best results 3 from the 4 days in each league. Theseevents have been planned to help beginners to electric competitionsto have-a-go, but are for old hands as well.BARCS rules in the morning, BEFA rules in the afternoon. The useof the 2 sets of rules allows for plenty of flying with one model andthe opportunity to experience both sets of rules. Please note thatthese events do not form part of the BEFA E-Slot leagues, and willnot count towards scores.For more information, contact Barry Flude on 01904 782552 or emailBarryFlude@lineone.net or Mike Proctor on 01904 489386 ormike@mproctor.demon.co.uk

August 20024th BEFA Fly-In at Woburn Abbey. The usual fun-fly with Scale,

Vintage and All-Up-Last-Down competitions. Pilots briefing will beat 10am, for safety reasons you don’t want to miss it. There issomething for everyone to do at this superb site, so bring the wholefamily. For further details contact Robert Mahoney (see page 4).

E.F.-U.K. 67

11th BEFA Fly-In at Exeter, at the Exeter Racecourse. Another newvenue for this year. Signposted on the A38 at the top of Haldon Hill.All the usual fun with Scale, Vintage and AULD competitions beingheld. Pilots briefing will be at 10am, for safety reasons you don’twant to miss it. Contact Jan Bassett for more information.

11th Ebor E-Slot Little League Event No 4 in York area (venue TBC).See entry on 21st July for more information.

11th Furness Model Aircraft Society Electric Fly-in at the RakesmoorLane flying site at Barrow-in-Furness, Cumbria. Electric models ofall types and sizes welcome. Starts at 10am. All entrants must showproof of insurance on the day. Entry £4. Contact –Gary Knight. Tel 01229 467447, email gary.knight@genie.co.uk

17th/18th Greenacres MAC Electric Fun-Fly at Walsall Airport. There isno fee for spectators, but there will be charge per frequency. Full Txcontrol & signal monitoring. Toilets & catering facilities will bepresent. Camping facilities are available provided you book at least 1week before the event. For more details/charges contact Peter Hubbardon 01922 860144 or email hubbardp@blueyonder.co.uk

18th Woodspring E-Fly, at Woodspring Wings Airfield, Nr Yatton. Allelectric models are welcome, with flying starting at 10am until around5pm. Pilot pre-registration is required and entry is free. Spectatorswill be charged £5 per car for parking. For more details see the posteron page 70, their website at www.woodspringwings.co.uk, contactBob Everitt at bob@everitt99.freeserve.co.uk or tel. 01275 842651

18th Phoenix MFC Electric Fly-In with BBQ at Pakefield, Lowestoft,Suffolk. Events to include, AULD, Stand-off Scale and "Best Turned".No fees. BMFA insurance required. For complete details contactTom Taylor at 01493 668555 or email tom.t.usn@lineone.net, alsoclub information available at www.phoenix-mfc.freeserve.co.uk

18th BMFA Northern Area Electric Fly-In at Knavesmire, York.See the poster on page 69 for details.

24th - 26th BEFA Electroslot / E400 League Event at the BMFA Silent FlightNationals. Contact BMFA on 0116 2440028 or admin@bmfa.org

September 20021st North London RCMFC Electric Fly-In at Baldock, Herts.8th Bath SpaRCS All Electric Fly-in at RAF Colerne, Wiltshire.

Airfield with grass & tarmac runways. No comp’s. Proof of BMFAmembership necessary. Regret no facilities for spectators. Pilotsbriefing 10:00. Contact Bob Partington Tel 01225 891441 orbob.partington@ukonline.co.uk

68 E.F.-U.K.

September 2002 (continued)

15th BEFA Electroslot / E400 League Event at York.For more information contact Dave Perrett on 01455 272297 atd.l.perrett@btinternet.com or Mike Proctor on 01904 489386 ormike@mproctor.demon.co.uk

22nd BEFA Electroslot / E400 League Event at Pillerton Hersey.For more information contact Dave Perrett on 01455 272297 atd.l.perrett@btinternet.com or Terry Stuckey, details on page 4.

22nd The West Calder Aeromodellers Electric Fly-in. No entry fee,all welcome. Tarmac and grass runways. SAA Bronze or BMFA "A"and proof of insurance required. Further details atwww.modelclub.org or from tom.laird@wolfson.co.uk

TBC BEFA Electroslot / E400 League Reserve Event at York.Please note this event will only take place if insufficient events havebeen completed. For more information check the contest calendar onthe BEFA website (www.befa.org.uk) or contact Dave Perrett on01455 272297 or at d.l.perrett@btinternet.com or Mike Proctoron 01904 489386 or mike@mproctor.demon.co.uk

For last minute information on BEFA events, check out the events list ontheBEFA website at www.befa.org.uk

E D L PlansSpecialists in Plans and Accessories for Electric Flight.

E D Leadley, 3 The Glade, York. YO31 1LA.01904 422615

Email:- eric@edlplans.freeserve.co.ukWhy spend a fortune on ready builts when for a few pounds, for materials, you can havethe satisfaction of building your own flying model

16 plans to choose from, Scale, Sport, Aerobatic, Electroslot, E 400, Flying wings etc.All proven fliers. Prices from £5.50 to £6.50 per plan incl. P&P.

Speed 400 motors - 6 and 7.2 volt – £6 incl. P&P

Collet type prop adapters, more accurate fitting than grub screw typeShaft sizes:- 2.3, 3.17, 4.0, 5.0 and 6.0mm diameter – £ 3.20 incl. P&P

ROBBE 6” x 3.5” folding props for Speed 400 motors – £ 8 incl. P&P

COSMOTECH Speed 400 gearbox, weighs 30 grammes. Ratio 4.5:1 – £33 incl. P&P

Ask for cells, battery packs, heatshrink, braid and 1.5 & 2.5mm2 flexible battery wire.

If you want advice or information please contact me, if I cannot help you I usually know aman who can (no obligation). Send SAE or Email for full details.

E.F.-U.K. 69

70 E.F.-U.K.

E.F.-U.K. 71

FULL PRICE LIST - LARGE (A4) S.A.E. Minimum Order £10100 Page Information Pack £3 Minimum Postage usually £3Cheques Payable to “ALAN FRY” Please N.B. Mail Order

ALAN FRY ImporTekniK COLCHESTER29 BRAISWICK 17 YEARS YOUNG and still THE BEST ESSEXCO4 5AU 01206 852209

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NEW TO ELECTRIC FLIGHT?START HERE . . . . .

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

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

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

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

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

CONTACTFor full details, please send an SAE to the Membership Secretary (address on page4) requesting a membership application form. Those with Internet access mayvisit the B.E.F.A. website at http://www.befa.org.uk, where you will find all themembership application form & information you should require.

E.F.-U.K. 73

MAIL ORDER MODEL SUPPLYGOLD PLUGS Ideal for Speed 400/6002mm plug 75p; cuts into two giving one plug/socket2mm solder socket 43p. 2mm plug and a 2mm socket £1.15Lightweight 2mm plug and socket 55p; Max 15A motor current drawSpares. 2mm light plug 40p. 2mm light socket 20pPack of red/black shrink: 3.2mm or 4.8mm 50pGOLD PLUGS 600 or larger motor4mm plug 90p; cuts into plug/socket. Very low resistance4mm hollow plug and a separate 4mm solder socket £1.15Spares. 4mm hollow plug 85p. 4mm solder socket 43pLightweight 4mm plug and socket 75p; Max motor current 35A suggestedSpares. 4mm light plug 55p. 4mm light socket 25pPack of red/black shrink: 6.4mm £1.25: 4.8mm 75pProviding that you bear in mind the suggested amp ratings all the 2mm and 4mm plugs areinterchangeable. All fit any of the same size.EXTRA FLEXIBLE WIRE. 0.5mm2, 129 strands, Max 10A, 35p/metreRed or Black or White. Park Flyers etc. or servo extensions.EXTRA FLEXIBLE WIRESupplied in packs of 1 metre of red and 1 metre of black, i.e. 2 metres of wire0.75mm2, 196 strands; ideal for weight saving, Max 15A, £1.00/pack1.00mm2, 258 strands; ideal for weight saving for speed 400, Max 19A, £1.40/pack1.50mm2, 378 strands; ideal for speed 400, £2.00/pack4mm2, 1036 strands; £3.50/packSILICONE INSULATED WIRE. Pack of 1 metre of red and 1 metre of black1.5mm2, 378 strands. £2.502.5mm2, 651 strands. £3.00All wire can be cut off the roll, in longer lengths if required.CELL HEATSHRINK metre lengths25mm 50p; suits single AAA or AA cells or any same size48mm 75p; suits single sub C cells/sticks or packs of dumpy 60065mm 85p; suits 1700 or 2000 packs, also RC oblong sticks etc.94mm 95p; suits double deck packs (1700 etc.)All sizes layflat width, supplied in clear. 48mm available in opaque blue also.WIRE HEATSHRINK metre lengths1.6mm 50p; 2.4mm 60p; 9.5mm £1.00. Black only3.2mm 75p; 4.8mm 80p; 6.4mm 95p. All in red or black.

ALL ORDERS PLUS POSTAGE: 60p UK; £1.10 Europe; £1.70 WorldM. E. DONKIN, 37 WYDALE ROAD, OSBALDWICK, YORK, YO10 3PG

Tel/Fax 01904 414738. Mobile 0771 202 8329.E-mail: michael@moms63.freeserve.co.uk or modelsupply@netscapeonline.co.uk

All messages - an attempt will be made to contact you. (I work shifts)Computer faxes must send start signal before my fax will respond!

74 E.F.-U.K.

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

'BEFA 2000' Millennium Decals - £1.00 each

Back Issues of EF-UK - No's 38, 39, 40, 41, 43, 44, 47, 48, 49, 51, 52, 53, 54, 55,56, 57, 58, 59, 60, 62 and 63 at £1.00 each for BEFA members, or £2.00 each tonon-members. Issues 64, 65, 66 and 67 are also available to BEFA members at£3.00 each, or £5.00 each to non-members. These prices include UK P&P, overseasrates on application. Please Note these are the ONLY back issues still available.

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

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

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

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

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

Advertisers IndexBEFA Sales .................................................................. 74Buzzflight .................................................................... 12EDL ............................................................................. 68E-Zone ...............................................Inside Front CoverFanfare ............................................... Inside Back CoverFor Sale / Wanted ........................................................ 63ImporTekniK ............................................................... 71Mail Order Model Supply............................................ 73Traplet ............................................. Outside Back Cover

E.F.-U.K. advertising rates are £20 per full page, £10 per half page, per issue.Please contact the Editor for further information.

– MAIL ORDER –SPORTS ELECTRIC FLIGHT

FANS AND GEARBOXES

FANSMorley ‘Jet Elec’ Fan .............................. £15.00Adaptors for480 & 410 motors .................................... £3.00WeMoTec MiniFan 480 .......................... £28.00MidiFan for 540’s, 600’s 930’s .............. £38.00

GEARBOXESMaster Airscrew 2.5, 3, 3.5:1 ............... £16.00Superbox ............................................... £40.00TAB Inline 2.65 540/600’s .................... £40.00TAB Inline 2.08 & 3.05 480’s ............. £40.00TAB Inline 2.1 700’s .............................. £50.00Mini Olympus .......£8.00 Olympus ...... £12.00

MOTORSWEP Turbo 10 ........................................ £55.00Speed 500 E Race ................................. £14.00Speed 600 8.4v BB SP .......................... £15.00Speed 600 8.4v Race ............................ £18.00Speed 650 9.6v BB Race ...................... £33.00Speed 700 ............................................. £22.00

Neodym ..................................... £38.00RE 380 / Rocket 400 ................................ £4.50Speed 480 PB .. £14.00 BB ................ £19.00Pro 400 ...............£5.00 Pro 480 .......... £6.00

MAXCIM BRUSHLESSMax Neo 13Y 1430 rpm/v ................... £160.00Max Neo 13D 2470 rpm/v .................... £160.0021 Cell Controller ................................. £140.0025 Cell Controller ................................. £180.00Superbox 1.6 to 4.28:1 ......................... £35.00Monsterbox 4 to 6.8:1 .......................... £50.00Motor Mount ........................................... £12.00

MOTORSMFA 2.5:1 N.I.L. with 540 ...................... £21.00Speed 400 FG3 ..................................... £17.00SpeedGear 400 4:1 Inline ...................... £32.00SpeedGear 480 3.45:1 .......................... £46.00SpeedGear 500 2.8:1 ............................ £40.00SpeedGear 600 2.8:1 ............................ £41.00SpeedGear 700 2.7:1 9.6v .................... £60.00SpeedGear 700 Neo .............................. £78.00Mini-Olympus & RE380 .......................... £12.00Olympus & 540 ...................................... £19.00Robbe 410/35/45 ................................... £36.00

PROPSM.A. Folding 12x8 ............... £12.50

15x12 ............. £13.50M.A. Wood Electric 10x6/10x8 ........ £3.75

11x7/11x9 ........ £4.0012x8/12x10 ...... £4.2513x8/13x10 ...... £4.50

Carbon Folders 7x4 ................... £6.008x4.5 ................ £6.0011x8 ................. £9.00

Slimprops 8x4, 8x6, 9x5, 9x6 .............. £3.50Selection of Graupner & Aeronaut

folding & fixed props.

CHARGERSSpeed 1 Pulse / Pk

Det 4-8 cells ........................................... £25.00Speed Ex Digital

as above with discharge ...................... £55.00Simprop 25 cell .................................... £100.00

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

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