Written by Jennifer Lea Reynolds
Sky's the Limit
Column
As seen in the June 2016 issue of Model Aviation.

When I tell people that I fly RC aircraft, it often generates a lot of interest. After all, it’s a unique hobby, not to mention one that has predominantly male participation.

I chose to focus on female RC pilots for this month’s column. These talented ladies fly a range of aircraft and have varying levels of involvement.

Amy Philbrick

Amy Philbrick, from Tennessee, is no stranger to flying Giant Scale airplanes, including a Sig Manufacturing 1/2-scale Piper J-3 Cub that she turned into a Navy NE-1. She also has a Fairchild PT-19 and a Balsa USA Fokker Eindecker.

She became involved in aeromodeling while dating her now-husband, Whitney, in the early 2000s. Upon discovering the wonder of flight at the Warbirds Over Delaware event, the Old Rhinebeck Aerodrome’s RC Jamboree, and the Connecticut Multi-Wing Fly-In, she became hooked.

“I get nothing but respect at the events we have been to. It’s a hobby filled with great people,” Amy said.

Amy Philbrick, who enjoys flying her Eindecker, is wearing a T-shirt that reads, “Women Fly Too.” Photo by John W. Philbrick.

Amelia Arroyo

Another one who enjoys flying is 17-year-old Amelia Arroyo, a California resident who explained that her father named her after none other than Amelia Earhart. She grew up immersed in the hobby, having always been intrigued by her dad’s involvement in building rubber band-powered model airplanes.

Although today she primarily flies nitro-powered aircraft ranging from World War II warbirds to aerobatic airplanes, Amelia said that she hasn’t left her love of rubber band-powered flight behind. She’s a participant on her school’s Science Olympiad team, where she’s been recognized for her rubber band-powered airplane building and flying abilities.

“People are thrilled that I fly model aircraft,” she told me. “The reason I enjoy flying is because of how fun it is, as well as how the activity reminds me of my dad, whom I’m very close to.”

Amelia Arroyo is shown at a school competition. She enjoys rubber band-powered airplane building and flying. Photo by David Hasegawa.

Courtney

Another woman whose love of flying has its ties to her father is Courtney, who lives in Florida. Courtney’s father passed away in 2010, but memories of him teaching her how to fly in the late 1970s lingered with her. “I wanted to do something to reconnect with some of the fun times we had together and immediately thought of RC planes,” she told me.

She’s now an active participant in several events, clubs, and organizations, where she demonstrates her skills and abilities while representing numerous sponsors. Additionally, she is co-contest director of an RC helicopter event called the Port St. Lucie Smackdown, as well as various FPV races. Her passion for the hobby is remarkably clear.

“The biggest compliment for me hasn’t been how awesome my flying is, or how cool that trick looked. It’s being told that I’ve inspired others, male and female, to get into RC and start flying,” Courtney said.

“It’s all about having fun, making new friends, being thankful for friends who have turned into family, and just flying your heart out,” said Courtney, shown here after her noon demonstration flight at the 2015 Orlando Heli Blowout. Photo by Jennifer Alderman.

Carol Ann Harklerode

At the Old Rhinebeck Aerodrome in New York, volunteer Carol Ann Harklerode enjoys Free Flight (FF) modeling.

“I enjoy being crafty, and the simple and fun FF models are easy gateways that don’t require a huge investment of time and resources,” Carol Ann said. She likes the idea of setting something up and letting it go. “I have created something and now I get to set it free.”

The first time she flew publicly was at the Old Rhinebeck Aerodrome’s Cole and Rita Palen Annual Memorial Free Flight Model Meet, an event she won with a Bill Hannan-designed Boxy Bipe airplane that she built.

Carol Ann Harklerode poses with her Bill Hannan-designed Boxy Bipe. Photo by Tom Polapink.

Jeanette Hibpshman

Jeanette Hibpshman has been flying for more than 23 years. She recalled the first 50cc airplane that she and her husband purchased: a Wild Hare RC Extra with a DA-50 engine.

Several moves and three children later, she went on to discover the amazing flying at events such as Joe Nall Week at Triple Tree Aerodrome in Woodruff, South Carolina. While there, Jeanette said she was encouraged to become involved in competitive flying. With the support of her husband and several mentors, she became the first woman to compete in the US International Miniature Aerobatic Club (IMAC) Nats in Muncie, Indiana.

“You just can’t describe what the competition scene is like until you’ve been there with those friends—they’re like family.” Jeanette said she’s “been blessed with some of the best sponsors in the hobby.”

Jeanette has hosted an IMAC Bootcamp, has been a contest director at IMAC events, and was a judging instructor at a regional IMAC judging school event she presented. On top of all of this, Jeanette also became involved with RC jets, became a full-scale FAA Certified Ground Instructor and, as of this writing, is pursuing her full-scale Certified Flight Instructor certificate.

She admits that people occasionally used to assume that only her husband flew, while she was there for support and to take care of their children. “I want to use my skills in the RC world and in full-scale to teach newcomers, both young and old, to chase that dream to fly,” she said. “I especially want to reach out to women in aviation. There aren’t enough of us.”

Jeanette Hibpshman is nothing but smiles at the IMAC Nats a few years ago. Photo courtesy of AMA and NatsNews.

Model Aviation’s Jennifer Alderman is also involved in aeromodeling. She has a Flyzone Sensei WISE system trainer airplane and a Blade 200 SR X helicopter. She enjoys being able to meet people from around the world while capturing the fun from behind the camera lens.

She told me that as a female in a predominantly male hobby, she’s never experienced negativity. “I’ve never been treated differently—only encouraged—and when out at the flying field, we’re all one and the same and there for the enjoyment of the hobby.”

I fly as well, mainly at my home field in New Hampshire. Like these woman, I enjoy the camaraderie that unfolds.

Of course, having a good landing, especially when the wind shifts just as a darn mosquito lands on my ear, is a nice feeling, too.

-Jennifer Lea Reynolds
jensunshine3@gmail.com

Written by Don Slusarczyk
Free Flight Indoor
Column
As seen in the April 2016 issue of Model Aviation.

For many years, as I razor-planed down my glider wings, I wondered if those shavings of wood could ever be reused, especially when they were from a nice piece of 1/4-inch, 4- to 5-pound C-grain balsa. Most of that great wood ended up as scrap in the garbage can. The curls of balsa were very tight and the wood was cracked, so it was not usable. This was something one simply accepted when making a glider.

Throughout the years, I saw that some people were actually successful using razor-planed wood for EZB propellers. It was not until I saw sheets cut by Jeff Hood during a local contest, and how well the sheets came out, that I decided to look into this method.

Jeff published an article about razor-planing wood in the 2009 National Free Flight Society (NFFS) Symposium. His article was well written and allowed me to successfully cut my own sheets using this method. I know some have never read this article, so I will provide a quick guide on how to use this technique.

The first item—and the most critical—is the razor plane. I use a David Combi Plane. It is difficult to find in the US, but can be purchased from sources in the United Kingdom for approximately $12, plus postage. I suggest buying two, as well as a spare pack of blades. A quick Internet search shows the plane and spare blades can be bought from HobbyStores. The company ships to the US.

The reason for this specific razor plane is because the wood is cut at a shallow angle and does not crack as it curls.

When you have the razor plane, you need to wet-sand the bottom of the razor plane to make it smooth and flat. The David Combi Plane is made from cast aluminum and the bottom is milled, which is okay for general planing, but if you want to cut sheets down to .005- or .006-inch thick, you will need to polish the bottom of the device.

The razor plane on the left needs a little more work to remove the machining marks. The one on the right is ready to use.

To smooth and polish the bottom, get some wet sandpaper in grits ranging from 400 to 1,500. I buy single sheets from my local Ace Hardware.

This next step will take some time, but it is worth the effort. I used a small piece of glass as my sanding base, but anything will do as long as it is smooth and flat. The sandpaper is placed on the flat surface, then some water is added to the paper.

Lay the razor plane on top of the wet sandpaper and start sanding by moving the razor plane in a circular motion while pushing it down slightly. After a few minutes of sanding, lift the razor plane up and rinse the sandpaper with some clean water. A small container of fresh water nearby makes it easy to clean the sandpaper.

Go back to sanding. I watched a TV show while doing this to help pass the time. You will eventually see all of the machining marks disappear from the bottom of the plane. When this happens, go to the finer grit to polish and make the bottom very smooth.

Now you are ready to start making some cuts. Install the blade and set it to make a cut approximately .010-inch deep to get a feel for using the razor plane. You will want to use a balsa sheet roughly 1-inch wide or less to be able to cut a full-width sheet across the plane’s blade. For practice, I used 5- to 6-pound wood approximately 1/8-inch thick.

The razor plane needs to be skewed approximately 45° to achieve the best cuts.

To make your cut, skew the razor plane roughly 45° to the sheet. Go at a slow, but steady, pace. After you make your first cut, you will need to measure the thickness to see how deep you are cutting and whether the sheet is the same thickness across the width. Make adjustments to the blade to get an even-depth cut across the width of the sheet at the thickness you want.

The reason I suggested getting two razor planes is that you can set them up for two different thicknesses. I have one set to make cuts approximately .006-inch thick, and one set for cuts roughly .010-inch thick. This way I do not have to readjust the blades each time because it can be time consuming. After you have it dialed in, you can start planing the good, lightweight wood.

Only a few minutes of work will yield a huge supply of propeller wood.

As you start planing, you will be able to achieve one long rolled-up curl from full-length, full-width sheets. When you have cut approximately 10 of these curls, you can start to flatten them. Fill a sink with hot water then drop the curls into the water. They will begin to uncurl and soak up the water.

After a few minutes in the warm water, carefully take out the uncurled sheets and lay them on a sheet of glass. I run my finger along the sheets to press them to the glass, squeeze out excess water, and let them air dry overnight.

Flatten the wet sheets on a glass surface to dry overnight.

When removed from the glass, the sheets will be fairly flat and perfectly usable for making EZB or F1L propellers. The sheets can be sandwiched between larger blocks of balsa for storage, which will also help keep them flat.

Until next time, keep the weights down and the times up!

Don Slusarczyk
don@donsrc.com

Sources:

HobbyStores
www.hobbystores.co.uk

NFFS
www.freeflight.org

Written by Joe Malinchak
Micro-Flying
Column
As seen in the September issue of Model Aviation.

I mentioned in past columns that I am a big fan of the Microaces line of kits. The company is doing a wonderful job of designing model aircraft with amazing details and graphics that are fun to build and stand out from RTF models of the same type.

One airplane in the line of Microaces kits is a R.A.F. SE5a. It is designed to be an easy-to-fly, three-channel aircraft that uses a Spektrum AR6400 Ultra Micro Receiver/ESC brick. However, I wanted to see how this model would fly using four channels with a lightweight receiver and lightweight servos for aileron control.

The 1/24-scale Microaces Aero R.A.F. SE5a is a nice size with a 14.5-inch wingspan. The kit comes with beautifully printed, laser-cut 1mm Depron foam parts, 200 micron printed and laser-cut polypropylene sheeting, and a polyester sticker sheet. The kit also includes hardware such as pushrods and control horns that are needed to complete the model.

The Microaces R.A.F. SE5a comes with everything shown, including highly detailed printed foam and thin plastic parts, a sticker sheet, and a beautiful display board.

You merely need to purchase one of the recommended receivers, a motor/gearbox, a battery, a propeller, and a propeller adapter to complete the aircraft. A beautiful display board for your model is also included—a nice touch!

The construction manual is available online on the Microaces website. I downloaded it to my phone so that I could easily reference it while building the model. I recommend that you read through and familiarize yourself with the manual before starting construction. The aircraft is not hard to build, but some of the construction techniques might be new to you if this is your first Microaces kit. This is the second of this type for me, and I found it much easier than the first because both use similar construction methods.

Construction starts with the fuselage. The 1mm printed fuselage is laid over a pattern that is printed from the manual and scored in certain areas using the back of a knife blade. This allows the foam to bend around a Depron frame. I used a #11 knife blade. With a little practice, it is a fairly easy task.

The 1mm printed foam fuselage is created by bending it around a Depron airframe for strong, lightweight construction. The author used two 1-gram muscle wire servos for elevator and rudder control.

Construction of the wings is straightforward, and a dihedral jig is included to aid in assembly.

For aileron control, I installed two Micro Flier Radio ultralightweight 0.7-gram servos that I mounted on the underside of the bottom wing. I added linkage to connect the ailerons from the bottom wing to the top wing so that all four ailerons would function. I used 1-gram muscle wire servos for elevator and rudder control.

I needed a quality, lightweight receiver with at least five channels for this model. I decided on a seven-channel DelTang (DT) Rx37-F receiver because it weighs only 0.33 grams and has two built-in brushed ESCs. I followed the construction manual for the rest of the model’s assembly.

The author used two Micro Flier Radio ultralightweight servos mounted on the underside of the bottom wing for positive aileron control. The Arcox sound system speaker mounted in the nose is visible in this photo.

Arcox Machine Gun Simulator

Richard Cox developed a device that simulates the sound and light of a machine gun for micro RC aircraft. The system consists of a small PC board and an external speaker that is approximately 17mm x 8mm.

The connectors are mounted on the PC board for connection to the receiver servo output, the speaker, and the primary LED. You simply need to add a cable for the receiver connection, an LED, and some wire. The system weighs 3.8 grams without the wires.

The light system can work with two LEDs that flash together in synchrony with the machine gun sound, or alternately with a sound for each. I had to install this system in my Microaces SE5a. I mounted the small speaker under the nose and cut a small area to release the sound.

Richard provided a wiring diagram, and I found that soldering the unit to the DT Rx37-F receiver was easy. I used channel five (for gear) on the DT Rx37-F receiver, so the sound system activates with a flip of the transmitter’s toggle switch.

For those who are interested in purchasing the system, you can contact Richard Cox at Arcox Engineering for more information.

The Arcox Machine Gun Simulator consists of a small PC board and an external speaker. The system can work with two LEDs that flash in synchrony with the machine gun sound, or alternately with a sound for each.

In the Air

My model weighed 44 grams ready to fly with a 150 mAh LiPo battery. I completed my Microaces SE5a right before the deadline of this month’s column, and I put in a test flight. The weather was not that great, with some wind and light rain, but I did get in a few flights.

The aircraft flew well considering the conditions. I took it up high and performed some rolls and loops. The roll rate was somewhat slow, even with the large amount of aileron throw I was getting. I will add some rudder/aileron mix before the next flight. Doing flybys with the machine gun sound system firing is loads of fun.

With working ailerons and the Arcox Machine Gun Simulator, this model is the ultimate Microaces SE5a! Check out the Microaces website for more information about this airplane, as well as the company’s impressive line of kits.

-Joe Malinchak
joemal@echoes.net

Sources:

Microaces
support@microaces.com
www.microaces.com

Micro Flier Radio
(941) 377-9808
www.microflierradio.com

DT
dt@flyelectric.org.uk
www.deltang.co.uk

Arcox Engineering
(805) 490-6507
www.arcox.com

Written by Mark Fadely
RC Helicopters
Column
As seen in the October 2013 issue of Model Aviation.

Welcome back to the helicopter column. This is where you can go to when you are beginning to question your sanity.

It is common knowledge among RCers that helicopter pilots are as unstable as their machines. I am not saying there are no well-grounded, practical, high-functioning people in this side of the hobby. I am simply saying that I have never met any (ha, ha!).

Helicopter pilots seem to be eager to try something new. This is probably why their flying skills often quickly progress. In fact, there are pilots competing at top world levels after only two years of experience.

In this month’s column, I will answer some questions I’ve received from readers.

This is a 600-size electric heli with a full fuselage, piloted by Andy Rummer of Germany. Andy is performing a difficult funnel because the heli is in a nearly vertical attitude.

Q: I can hover and fly around but now I want to learn some 3-D. What heli should I get and what maneuvers should I work on first?

A: This is a great question and it takes me back to one of the most exciting times in my flying. The first big thrill in flying helicopters is when you lift off into a controlled hover without crashing.

The next big thrill—and maybe the most exciting point in your progression—is when you hover inverted for the first time. When you flip the heli over and can make it set there inverted it’s just … ah, well … pretty darn exciting to say the least! Many pilots will never make it to that point, so when you do it’s similar to entering a special new club: the inverted club!

The cool thing about this club is that when you’re there it opens up the new world of 3-D flight. Flying 3-D means exploring the aircraft’s entire flight envelope.
After you master inverted flight, you have the basic elements you need for 3-D flight.

I’m a big believer in a regimented training program that includes tracking your progress. That is where the flight log comes in handy. Not every pilot will take things this seriously, but if you want to progress as fast as you can, this makes sense.

Record every flight in your logbook. Keep track of how long the flight was, what maneuvers you worked on, and any maintenance issues. If you crash, write that down, too, but don’t let your buddies read the log!

Use a few pages in the front of the book to list what maneuvers you want to work on and check them off as they are mastered by writing the date beside each one. You should first master all orientations of hovering upright and inverted. Pilots will usually skip this because they are having so much fun flipping and rolling all over the place. That will be a mistake in the long run.

As you progress, you will see someone do a maneuver and think, “Wow, that was cool. I’m gonna do that.” Then you find out that you never learned inverted hovering while looking at the left side of the heli. You cannot do the move until you learn that element.

Many of the top pilots merely perform simple variations of those basic orientations. They just happen to be moving fast or low while they do them.

Even a pirouetting flip is mostly upright and inverted hovering segments with a gentle flip thrown in. Hmm, should be easy then (or not)!

I can’t stress learning those basics enough and if you want to see how well any pilot has them down, ask him or her to do one upright pirouette slowly and then one inverted. You might be surprised at what you see. Some impressive pilots are not so impressive when they have to do a precision move such as that.

Nose-down funnels may appear to be more difficult than tail-down funnels to some pilots, but they actually have the same difficulty level. Nick Maxwell is flying this one with his Thunder Tiger G4.

Some of you have emailed me with requests to have certain types of flying maneuvers explained and broken down. I received one such question recently. It read:

Q: I’ve been trying to learn how to do a funnel and I just can’t get it right. Can you explain the stick inputs for one?

A: A funnel is sometimes referred to in other parts of the world as a pie dish. It is a circular-shaped maneuver where the nose or tail is pointed toward the ground as the helicopter flies sideways around the circle. The funnel can be frustrating to learn.

I think the main reason this maneuver is difficult is because you are controlling the turn with aileron instead of elevator. In a normal turn you bank over with aileron and then use elevator to bring it around. Conversely, in a funnel you are bringing it around with aileron.

Your brain is preprogrammed to use elevator for the turn and it feels uncomfortable to make corrections using the opposite axis of control. The difficulty level is compounded as the angle of the fuselage becomes steeper. The best way to work your way into funnels is to start out doing flat nose-in or tail-in remote circles.

A remote circle nose-in is a circular path where the nose of the helicopter is always pointed toward the center. This is an easy version of a funnel. You should become proficient at these flat, remote circles before you begin to angle the fuselage toward the ground.

Sometimes it does go wrong! The helicopter here caught its tail on the ground during a funnel and the pilot quickly flipped the throttle-hold switch to reduce the flying debris.

If you gradually work into it, it will eventually become natural. People who want to jump into a nearly vertical, tight, low funnel are asking for trouble.

With any new maneuver, start high and gradually work your way down. I read techniques for this move on the Internet. The instructions are often similar to this: “For a funnel, start by flying medium speed, forward flight, and then bank while turning the tail up or down to enter the funnel position.”

This method will throw you into a fast-paced funnel for which you won’t be ready. I think your heli will be safer and you will learn better control by using the gradual method I outlined.

Good luck and I will see you all next month.

-Mark Fadely
MDKJA@aol.com

Sources:

International Radio Controlled Helicopter Association
www.ircha.org

Written by Bill Pritchett
Column
As seen in the June 2017 issue of Model Aviation.

Travel is a part of my job, and recently I attended a couple of events that are worth reporting on—just maybe not in the way you might expect.

We attended the National Science Teacher Association Conference in Los Angeles, and it’s a very big show. It’s also one that members of our department have attended for many years.

This year the attendance seemed down a bit, but the people we spoke with were top-notch contacts. Science supervisors from large school districts, for example, are perfect candidates to consider our resources for deploying Education Through Aviation within their districts.

The noteworthy thing about this show is that there is almost zero chance of meeting an AMA member. And, therein lies the value—truly not preaching to the choir.

I’m always fascinated how these crowds respond to what we do, the resources we have available, and the advancements/sophistication of model aviation. Everyone is amazed at how different grade levels can engage model aviation in a classroom.

People ask great questions, like “can I engage with a local AMA club?” Of course, we always encourage that and hope that they will find a warm welcome, guidance, and a lasting relationship. The option of providing their school or district with a MASC, or Model Aviation Student Club, is really intriguing to them. The benefits of the MASC program are great and, when presented to those outside of the AMA, they are knocked out with what their kids can receive!

• Club charter program for school aeromodeling clubs
• Free AMA membership for club mentor including a free print copy of Model Aviation
• Free AMA Youth membership for club members
• Full AMA insurance benefits
• Scholarship opportunities
• Access to AMA’s educational resources and Flightline e-newsletter

The non-AMA crowd looks favorably on what the AMA is, stands for, and works toward.

The following weekend was the Toledo Show: RC Model Expo. The crowd and the people we talked with couldn’t be more different. It’s not easy to find someone there who is not an AMA member. Although we pretty much share the same message, it’s interesting to note that the reaction is almost identical.

Many of our members are completely unaware of what we have beyond insurance. Benefits of being an AMA member are many and one thing I plan to do in 2017 is everything possible to share these benefits with our own members! Here are but a few, and only from the Education department, but there are dozens more:

• AMA Flight School
• Camp AMA
• Camp AMA West
• UAS4STEM
• AMA Day Camp
• Learn sUAS
• Scholarships
• Take off And Grow (TAG) grant
• Youth Leadership Award
• Commercial Operator Training
• Public Safety Training
• Mobile Experience
• MASC
• UMASC
• Civil Air Patrol project
• AeroLab
• Flightline e-newsletter
• Arconic Foundation kits/workshops
• Event materials, handouts, and FPG-9 and balsa gliders

Among the most impressive are the benefits of our leadership—AMA Executive Director Dave Mathewson, providing real and attainable goals within a vision for our future:

• Continue to advance our government relations efforts.
• Build on the successes we have had with flying site acquisition and retention.
• Specifically work with the National Parks and Recreation Association and the Army Corps of Engineers.
• Continue to develop education outreach programs to engage students and college-level adults with the intent to be the breeding ground for the next generation of aviation and aerospace engineers.
• In a collaborative effort with the AMA Foundation, develop a long-range vision to create an indoor flying site and education center at the International Aeromodeling Center. This would be accomplished using no member dues.
• Continue to build the foundation endowment so that it can eventually support many AMA initiatives and programs such as the AMA/Charles H. Grant Scholarship program, Flying Site Assistance grant program, TAG program, etc.
• Continue efforts to create an online virtual experience for the National Model Aviation Museum and develop a long-range plan to address the growing needs of the museum relative to limited space, location, and other concerns as identified by the museum staff.
• Continue the development of the new associate management system and content management system to give both members and nonmembers a better online experience as well as to improve communications with our members.

It’s always a rewarding experience to have the opportunity to speak publicly on behalf of the AMA. I am usually about 30 minutes in when I ask a question: “What haven’t I mentioned yet?” Yep, the answer is insurance.

Spending eight of 12 nights in a hotel is a challenge, but the rewards of seeing firsthand the benefit of what we offer is worth it. I like people and enjoy meeting so many on behalf of our great organization.

Fly and have fun!

-Bill Pritchett
billp@modelaircraft.org

Written by Rachelle Haughn
A diverse mix of pilots converge for an exciting event
Event coverage
As seen in the December 2017 issue of Model Aviation.

Photo Gallery

“Goggles down.”

“Let’s keep it chill on the flightline.” (All is quiet.)

“Alright pilots, arm your quads.”

“We go live on the tone in less than five.”

A tone sounds. Then, suddenly, the silence is broken by the whir of spinning propellers and the beeping of receiver antennas.

As the quadcopters rush to the starting gate and the pilots’ pulses race, announcer Joe Scully quickly updates the competitors and spectators on the location and pace of each quad. (This scenario was repeated countless times.)

What happened that day, you might wonder. That was history in the making. That was the inaugural RIOT MultiGP International Open. It was held at none other than AMA’s 1,100-plus acre International Aeromodeling Center (IAC), in Muncie, Indiana.

“History in the making” is a bold statement to make, but the numbers don’t lie. Eight separate FPV racing tracks were spread across the IAC property during the daytime, eight pilots were able to fly simultaneously at each track, and 312 pilots made the trek to Muncie.

The event officially opened at 8 a.m. on August 9 and concluded late in the afternoon on August 13. Pilots came from across the US and other nations, including South Korea, Australia, France, Canada, the United Kingdom, and Mexico, to participate.

One of the most common comments made by attendees of all ages was that they loved the opportunity to fly as much as they wanted.

“These facilities are awesome and it’s so cool to have eight tracks running at the same time. I’ve been going to the tracks with no waiting” to fly, said Kate Johnson. The magazine writer from Minnesota attended the event with her husband, Bryce, and her brother, Jesse Perkins, the inventor of the Tiny Whoop micro quadcopter.

Kate Johnson smiles after competing at the Freestyle track.

Each night, from 8 to midnight, multiple LED Tiny Whoop tracks were set up inside of the Claude McCullough Education Facility and next to the National Model Aviation Museum. The tracks that were used during the daylight hours were the Micro/UTT 2, Team, World Cup, Spec/UTT 1, Freestyle, Battle, Rookie, and Wing tracks.

After the contests ended each day, Tiny Whoop enthusiasts enjoyed flying through an LED obstacle course near the National Model Aviation Museum.

The Spec track was only for quadcopters that met certain size specifications. The Universal Time Trial (UTT) tracks are standardized tracks designed by MultiGP that are used for races around the world.

Pilots check their quadcopters at the start circles at the Spec track competition.

“It’s a brave new world—uncharted territory,” Shawn O’Sullivan, of MultiGP press relations, stated about RIOT MultiGP International Open, while hanging out at the Freestyle track.

The Freestyle track featured obstacles such as a silo, a tractor with a bell that multirotors could attempt to ring, a large, cube-shaped obstacle (that collapsed and broke a few times), construction machinery, and trees. Also at the Freestyle track were Rotor Riot members Drew “Le Drib” Camden, (then-member) Steele “Mr. Steele” Davis, Tommy “Ummagawd” Tibajia, Kevin “StingersSwarm” Dougherty, and Chad Kapper. Many who visited the Freestyle track took time to introduce themselves to members of the Rotor Riot team, share stories, and take selfies.

Drew, then the newest member of the group, admired the track’s setup. “This Freestyle track honors what Freestyle is.” While being interviewed, Drew briefly paused from answering questions to meet and take photos with a fan. Throughout the event, he also traveled to the other tracks to try them out and compete. Drew joined Rotor Riot in July after Chad, the founder of Rotor Riot, took notice of his vlogs.

The members of Rotor Riot weren’t the only A-name pilots at the event. Shaun “Nytfury” Taylor, Jordan “Jet” Temkin, Luke “BanniUK” Bannister, and others flew at many of the tracks, greeted fans, and competed. For newcomers to the hobby, such as Soren Monroe-Anderson, age 14, meeting other pilots whom he admired was an opportunity of a lifetime.

“It’s really cool,” he said. “I admire BanniUK and Johnny FPV [Johnny Schaer],” he stated while working on his quad at the Spec track. RIOT MultiGP International Open was the first event that Soren had attended in Muncie. He said that he has flown at five other races and placed well in the MultiGP Regional qualifier.

Before participating in FPV racing, Soren flew fixed-wing foamies for five years after a friend taught him how to fly. Roughly three years ago, he saw drone videos on YouTube and decided that he wanted to build one. Having an RC background made it easier for him to learn how to fly via FPV, he said.

Before teaching himself how to fly FPV racing quadcopters, Soren Monroe-Anderson flew fixed-wing foamies.

Soren was not the only FPV racing pilot with an aeromodeling background. Those competing at many of the tracks, including the Rookie and World Cup tracks, said that before becoming involved in FPV racing, they flew model helicopters or fixed-wing aircraft.

These pilots include the one who placed first in what was the hottest-contested race with the biggest purse at the RIOT MultiGP International Open, the World Cup. Thomas “BMSThomas” Bitmatta, 18, who traveled to the event from his home in Australia, said that the first time he held a transmitter was to fly a fixed-wing Scale foamie. “I flew RC for six years. With an RC plane, you are limited by where you can fly.” Thomas said he lives in a “built-up area” and began running out of places to fly.

The World Cup started in the late evening and lasted into the early morning hours. Several tower lights and LED rope lights were used to illuminate the track to help the pilots retrieve and fly their quadcopters.

He started participating in FPV racing two years ago. In August 2016, Thomas won the inaugural Australian Drone Nationals, held in Sydney. That earned him a free trip to compete in the RIOT MultiGP International Open.

Thomas, who did not let his win in Sydney jade him, stood while competing, often with a smile on his face. One of only a handful of pilots who did so at the event, Thomas said he stands because it’s familiar to him from his RC airplane days and to “take up less space.” Thomas’ father, Paul, also stands with him when he competes. Sometimes he cheers him on, sometimes he wears goggles to get a view from the cockpit, and other times, he is a spotter. Early in the practice for the World Cup race, Thomas said he hoped to make it to the top 10 for the World Cup on Saturday night.

Young Rok Son also traveled from a foreign country to Muncie to compete. Like Thomas, he has an aeromodeling background, but his is more extensive.

The South Korean began flying model helicopters when he was 6 years old and continued for 10 years. He previously visited Muncie in 2014 to attend the International Radio Controlled Helicopter Association (IRCHA) Jamboree. “It’s a pretty neat, big field,” he said of the IAC. “There are not mountains; it’s clear.”

The 18-year-old stated that flying FPV racing was similar to flying helis. “I love to compete. It makes me happy.”

Another pilot with an RC helicopter background was retired toolmaker Chris Grenner. While preparing to fly at the Rookie track, he stated that he flew helis for two years and attended the IRCHA Jamboree twice. “Two years ago, I switched to quads. They’re easier to fly and they handle crashes better.” All of his quadcopters are scratch-built, and he even built what he calls a quad garage, which is a wooden stand that can hold multiple quadcopters.

At another track, near the rear of AMA’s property, pilots were enjoying a sport that closely resembles traditional aeromodeling. FPV wing racing is the marriage of model aviation and FPV racing. “They’re big, they’re loud, they’re fast,” Australia native and current Montreal resident David Whiddon stated about racing wings. “The thing I love about wings is [that] the airframe makes a big difference. I try to come up with the best design.”

The Wing track was set up similar to the other FPV tracks at the RIOT MultiGP International Open, but with wider, taller, and more prominent gates and obstacles.
The fastest wing that David has flown is a prototype that reached a speed of 127 mph and weighed 1.5 pounds. Most wings are made of EPP foam and covered with laminate, he said. David, a member of the FPV Wing Racing Association (FPVWRA), owns TBRC Wings, a FPV flying wing manufacturing company.

David Whiddon smiles before hand-launching an FPV racing wing. He is a member of the FPVWRA and designs FPV racing wings.

The leader of FPVWRA (aka the wing commander), Alex “IBCrazy” Greve, also attended the Muncie event. When he wasn’t racing, Alex flew his red Gremlin triplane for fun. The lightweight foamie resembles a park flyer, but can be flown via FPV. “I like breaking people’s perceptions—that wow moment when [I get] quad pilots to experience something different.”

Alex, owner of Video Aerial Systems, was the first person to create a circular polarization antenna. His technology is widely used at FPV racing competitions, including the RIOT MultiGP International Open.

Two contests were held each day, August 10-12, and the final one was at the Battle track on the afternoon of August 13. The contest that drew the most spectators, had the highest energy, the most nail-biting moments, and handed out the biggest prizes, was the World Cup. It began during the evening of Saturday, August 12, and concluded at approximately 1:15 a.m. Sunday.

After countless rounds, Thomas was named the winner. Among those finishing in the top 10 with him were Young Rok, 11-year-old Ashton “Drobot Racer” Gamble, and Frenchman Dunkan “Mr. Donuts” Bossion, a well-known 3-D RC helicopter pilot and former Heli Masters World Champion.

When Paul realized that Thomas had won the World Cup, he started jumping for joy, cheering for his son, and hugging him. As soon as he landed, Thomas was surrounded by fellow pilots congratulating him.

“I’m in complete shock,” Thomas stated, somewhat out of breath, shortly before receiving his trophy and $2,500. “I can’t believe it. Everyone was racing amazing. This is nothing like I’ve ever experienced.” Many other pilots likely felt the same way.

Winners

Sponsors

The inaugural RIOT MultiGP International Open was sponsored by the following:
AMA
EMAX USA
Futaba
HobbyKing
Hobbywing
Horizon Hobby
ImmersionRC
Rotor Riot
Teal Drones
Team BlackSheep
Video Aerial Systems

—Rachelle Haughn
rachelleh@modelaircraft.org

Sources:

MultiGP
www.multigp.com

Rotor Riot
www.rotorriot.com

IRCHA
www.ircha.org

FPVWRA
fpvwra.net

AMA’s Flickr
www.flickr.com/photos/modelaircraft

Video Aerial Systems
videoaerialsystems.com

Written by Dennis Norman
Free Flight Scale
Column
As seen in the December 2017 issue of Model Aviation.

Tom Hallman won 12 events at the 2017 Flying Aces Club (FAC) Non-Nats, held July 19-22, in Geneseo, New York. He received the nod for being the contest’s highest scorer. Tom competed against many of the FAC’s best fliers, and that made his victory all the more impressive.

Tom Hallman credits his father for getting him into FAC flying. At the 2012 FAC Nats, Tom had everyone sign this shirt that he gave to his dad as a keepsake. Photo by Tom Hallman.

On Sunday, July 23, Tom joined Roger Wathen and me for breakfast, and Roger raised the question of how Tom got into FAC flying. Tom credited his 91-year-old father for inspiring him. Tom’s dad is still a major influence in his life as his hero and best friend.

Tom’s dad started modeling when he was 6 years old. He built many stick-and-tissue models throughout his teen years. In 1936, he spotted an ad in a model magazine for a 30-inch wingspan French non-scale floatplane called the Hydravion MB.

Matt King emerges from Geneseo’s cornfield with his He 112, held high after winning second place in the harrowing 2017 FAC Spanish Fly mass launch event. Hallman photo.

The model intrigued him, and he sent a letter, along with 25¢, to a hobby shop in Paris. A few weeks later, a medium-size envelope arrived at the family farm in Keifer, Pennsylvania, addressed to Monsieur D. Hallman. It contained a letter, plans, and a four-page, hand-typed catalog. Tom’s dad looked at the plans then tucked them away in the envelope.

During an Easter gathering in April 1987, the envelope from France was found in Tom’s parents’ attic, in a box with old black and white family photos. It was the only modeling thing that his dad kept from his childhood.

He gave the plans to Tom, who built the model and sent a photograph to Earl Van Gorder, who published it in his column in Flying Models magazine. A member of the local Skyscalers Club (FAC #30) called Tom and invited him to join the FAC. Tom’s life changed forever.

Little did his dad, as a 15-year-old boy, realize the impact he would have on his future son’s life a half century later.

Phenomenal 16-year-old Oliver Sand is among the FAC’s rising stars, and proved it by winning this year’s FAC Simplified Scale event with his Grumman F6F Hellcat. Hallman photo.

Roger’s question was a gem, and I have since asked other FAC leaders to tell their stories. Ross Mayo told me that his first memory was looking at a red and white model airplane hanging above his crib. He later asked his mother about the model and she said that his father built it and hung it over him. It was a Gee Bee Model R-1.

Many years later, after Ross had completed service in the Navy and college, he was helping his youngest brother fly model rockets. Not satisfied with parachute retrievals, he built a rocket with a piggyback glider.

Bubba, another of Ross’ brothers, saw what he was doing and told him how “Iron Mike” Midkiff had gotten him started building FAC models. Intrigued, Ross watched Bubba fly FAC airplanes and he decided to give them a try.

Ross started by building a yellow Rearwin Speedster with a green, plastic propeller. Within a few weeks, he entered it in the inaugural FAC Nats.

Clive Gamble captures Vance Gilbert’s Giant Scale XB-51 as it heads out for a brief, but memorable, test flight. The model landed upside down, but was stable as it did so. Gamble photo.

Ross has since built many FAC models. He considers his FAC experience to be golden. His favorite aircraft is still the Rearwin, but he has a bucket list that begins with building a Gee Bee racer. He jokes that he can barely touch his toes these days, but building a Gee Bee would bring him full circle in his FAC experience.

I have asked other FAC leaders to tell their stories, and will sprinkle them into future columns.

See the 2017 FAC Non-Nats scores here!

Slingby Prefect T.30B

Dave Neidzielski, of Easy Built Models, recently retired from his day job and has decided to remain in Alabama because most of his family has relocated there, making it easier for him and his wife, Ann, to see them regularly. Dave was one of several vendors present at Geneseo. He flew one of his latest projects, a 36-inch wingspan Slingby Prefect T.30B glider. It was launched by towline and made long, smooth flights.

Easy Built Models has a new, 36-inch wingspan kit of the Slingby Prefect T.30B Glider. It is launched by towline and gives long, smooth flights. Photo by Clive Gamble.

This product was being finalized as I wrote this column. The kit should be available in time for Christmas 2017. Check with Dave for details and price.

2018 FAC Non-Nats

The 2017 FAC Non-Nats was well attended and preparations are underway for the 2018 FAC Nats, which will be held in Geneseo July 18-21, 2018. If you have not already done so, make your hotel reservation at the Geneseo Quality Inn or secure a dorm room at State University of New York (SUNY) at Geneseo now!

Blessings to you and yours during this holiday season and in the coming year.

-Dennis Norman
dennis@airacemodels.com

Sources:

National Free Flight Society (NFFS)
www.freeflight.org

Easy Built Models
(334) 358-5184
www.easybuiltmodels.com

FAC
Ross Mayo, president
skyami@att.net
www.flyingacesclub.com

Geneseo Quality Inn
(585) 243-0500
http://bit.ly/2xAmWxQ

SUNY Geneseo
(585) 245-5000
www.geneseo.edu

Tom Hallman
(610) 395-5656
www.hallmanstudio.com

Written by Greg Gimlick
Electrics
Column
As seen in the June 2016 issue of Model Aviation.

I’m not talking about disco dancing—I’m talking about the BUMP Controller from Revolectrix.

Every now and then a product comes along and I scratch my head, thinking it might be an interesting item, but I’m not sure I see its value. That was the case with the BUMP Controller for Revolectrix chargers, but I ordered one when curiosity got the better of me. It turns out that it’s a must-have item!

What Is BUMP?

In company terms, “BUMP is an exclusive new Revolectrix concept for battery management. The BUMP Controller utilizes Near Field Communication (NFC) Technology to communicate with any battery equipped with a BUMP Compliant Tag, or ‘BumpTag.’”

In simple terms, it’s a godsend! This device attaches to your Revolectrix charger and reads a little tag you stick on your batteries and automagically sets everything for the proper charge.

Within a few minutes of using it, I was sold! I’ll admit, that’s a big turnaround from my initial thoughts as to whether it was of value. Now I want another charger to connect to it because it will control up to four devices.

Tag ’Em!

Future battery packs from Revolectrix will include a built-in tag, but you don’t have to use Revolectrix packs to utilize the BUMP Controller. I bought a number of blank tags that stick on existing packs. There is a short setup program for setting the parameters that you want for a pack.

Here is a tag sitting on the controller being programmed. The author is entering the battery’s brand name into the parameters.

If you have multiple packs, you copy settings to the next tag. You don’t need to make a new program for every tag—only copy it. I have approximately 20 3S battery packs from various manufacturers, but they all have the same parameters in terms of capacity and discharge/charge rates. I programmed one tag and copied the next dozen or so for those packs.

I programmed and tagged nearly 50 packs in a matter of 20 minutes. Everything is quickly entered via a touch screen on the BUMP Controller.

How Does It Work?

After you tag your packs, you simply “bump” the tag against the front of the controller and it reads the tag, sets the charger, and waits for you to plug the pack into the connectors. Do that, push start, and you’re done!

The home screen is ready for the first bump of your tag for either charging or programming.

There are three parameters you can set for charge rates: accurate, normal, and fast. You might want to set those as 1C, 2C, and 3C charge rates, but that’s only an example. It comes with factory defaults or you can set them for your specific needs.

I have high-voltage packs and regular packs and it was easy to set up for all of my various applications. I love it—no setting anything. Just bump and charge!

But I Parallel Charge ...

No problem, so do I—all of the time! I even parallel charge packs with different capacities, but that’s not a problem because the BUMP Controller knows every pack you connect. Bump each pack and connect it to the charge board. The screen shows each pack that is connected and how many of that type, then it sets the charger per your preprogrammed parameters and off you go.

The BUMP Controller sits on top of a PowerLab 8 charger while two big 6S packs parallel charge.

If you try to connect incompatible packs, it will stop and warn you to make a change. It won’t allow you to accidentally mix cell counts.

Battery Management System

You’re probably tired of me preaching the “management-system” style of LiPo battery ownership, but I practice it and have packs that are still working after several years. The BUMP tags log information each time a battery is charged.

An analysis mode will cycle the battery, compare it with the history, and let you know where you stand. There was a lot of email recently about my 80% rule (read about it in the February 2016 “Electrics” column) and how it can change as packs degrade. With the BUMP system, you can now figure out exactly how much the capacity has changed and adjust your flight times accordingly. BUMP will do the calculations for you!

The BUMP Controller will warn you if something is wrong!

Online Help

The Revolectrix staff has its BUMP beta team online to keep new users up-to-date on developments and to help with technical questions. Search RCGroups for “Revolectrix BUMP” or go to the Revolectrix website for links to videos and help files.

The beta team’s response has been remarkable. There will be future iOS and Android apps to further enhance the BUMP’s capabilities via Bluetooth.

Wrapping It Up

I don’t want to sound like an advertisement, and I really didn’t expect much from this device, but I was absolutely wrong! The FMA Direct PowerLab 8 charger is often referenced in my column. It’s a top-of-the-line charger, but it’s not always the most intuitive unit.

The BUMP Controller is putting a battery pack into storage mode. Everything is viewable via the touch screen.

With the BUMP Controller attached, it is a no-brainer. I love this thing. Charging and keeping track of battery packs has never been this easy for me.
The people at Revolectrix checked to see if I really meant to order more than 100 tags. Well, that’s how many battery packs I manage and it was no easy task until now!

I’m sold on the BUMP Controller and I highly recommend it as an addition to your Revolectrix chargers. Expect to see more about how I use the system in the future.

-Greg Gimlick
maelectrics@gimlick.com

Sources:

RCGroups
www.rcgroups.com

Revolectrix
www.revolectrix.com

Revolectrix USA
(301) 798-2770
www.usastore.revolectrix.com

Written by Jennifer Alderman
Why do you fly?
Event coverage
As seen in the December 2017 issue of Model Aviation.

Bonus Video

If you enjoy any type of RC rotorcraft—whether it is a Scale, 3-D, Speed, FAI competition, 100-size, or 800-size—you know that many pilots and spectators attend the IRCHA Jamboree, held in Muncie, Indiana, at the International Aeromodeling Center (IAC) each August. This year’s event took place August 2-6.

The IRCHA Jamboree is a chance to see friends and extended family members whom you might not see regularly, as well as a chance to browse and buy from vendors, take in competitions, and fly with some of the best helicopter pilots in the world.

But have you thought about why pilots choose to fly RC helicopters and congregate in Muncie? Is it because of the speed, the sound, or the building and tinkering with electronics, or because of the challenge of learning new and different maneuvers? Could it be because of the memories it evokes—watching a loved one fly, learning to fly at the hands of someone special, or teaching someone else the intricacies of rotor flight?

Jesse Kavros, an MSH-sponsored pilot, flew his Protos in several demonstrations throughout the event, including the company’s Power Hour. Jesse grew up around RC helicopters because his father flew them for many years. “He never pushed me to fly, but seeing how much fun it was got me into it,” he said.

Many of the pilots who attend the Jamboree were practically born into the hobby. Jesse Kavros, an MSH-sponsored pilot, has photos of when he was a toddler, sitting next to his dad Perry’s helicopter. “[I have] many good childhood memories [of] going flying with my dad,” he said. His love of helicopters not only came from those times spent with his father, but also because of the challenge.

“I enjoy the challenge, but on top of that, spending time with my dad was invaluable. I enjoyed it then, and I cherish it now,” said Jesse. He still flies with his dad, for both work and play, although Perry has not attended the Jamboree in a few years.

Kyle Dahl flies for Mikado, and grew up at the flying field with his father, Dave. “[I] started flying planes at age 4, helis at 8! The flying field was only one part of it, though. My dad and I would always work on models together in the garage and he would teach me how to build, or I would just watch and hang out.”

Kyle is no longer living at home, but when his dad comes to visit, he said that they still work on models or go to the flying field.

The IRCHA board used social media much more this year than in the past to relay information, conduct contests, and post videos and photos. Here, Dan Lucente, IRCHA’s vice president of operations, demonstrates one of several pairs of Spectables by Snap glasses that were used for Snapchat. The glasses allowed users to have views of areas of the Jamboree that people don’t usually see.

Robert Montee, who competed in the AMA Nats this year (which took place July 31-August 3) and is also an IRCHA Ambassador, remembers his father talking about RC helicopters. “I came home on Christmas leave in 2001 and my dad was playing with an Align T-Rex 450. He showed me some hovering, and I told him I would love to try it.

“A few years later, he passed away, and another few years [after that] I got into RC helis. He was definitely an inspiration for this. I think he’d get a real kick out of attending a fun-fly with me if he were still here.”

Photo Gallery

Although many pilots have had a parent or grandparent teach them to fly, others have reversed the role of instructor and student, teaching older or younger relatives. Chris Reibert is a third-generation RC pilot who has already introduced the fourth generation—his two young children—to the hobby.

“It has come full circle,” he said. “Papa [his grandfather] never got into helis, but still enjoys watching me fly them. My dad didn’t try them until I got him into them in 2012. A season of tethered buddy boxing and I had him soloing the following season. He quickly moved up from a small micro to his Synergy E5 in a matter of a few seasons.”

Transportation to get around the IAC and to the different IRCHA flightlines is a must! Many rode shuttles or rented
or brought their own golf carts, while some used Segway two-wheel scooters. Others used innovative and humorous
modes of transport, such as Rene Gotier’s mini car.

Chris, who is the contest director for the Northeast Model Helicopter Jamboree near Rochester, New York, missed this year’s Jamboree, but hopes to someday bring his family to the event, including his kids. “Hailey and Logan love coming to the field with us, and cheering my dad and [me] on!”

Family and teaching others are only two reasons to fly RC helis—there is also the difficulty factor that comes with every helicopter built or maneuver attempted. Whether it’s trying a new skill, competing in a contest, or tinkering with mechanics, many pilots find helicopters challenging.

Robert Montee calls out Known maneuvers for Mike Dipalo during the final round of F3N Freestyle Nats. This last round of the RC Helicopter Nats was held at the center stage area of Site 4 for spectators to watch and learn what is involved with FAI-style competition. The final music portion of the F3N Nats will be held at center stage in 2018.

Cleveland Coleman flies helicopters because of the build, the analysis, troubleshooting, and, what he says is the most fun of all, “… the amazing maneuvers that you can do whether inverted, on the side, or just around the hover position.” Cleveland has a mechanical engineering background and finds it natural to build and analyze the models and how they move and fly. “If I can fly from my deathbed, I will until the end!” he quipped.

On that same note, Corey Vadasz stated that he enjoys 3-D helicopters because “… there are many more orientations to work [on]—so much more trick capability than 3-D planes.”

Although some pilots travel to the IRCHA Jamboree to challenge themselves with 3-D helicopters, others enjoy the speed aspect. Ben Chance not only competes in Speed helicopters, he is also the secretary and cofounder of the Model Heli Speed Flying Association (MHSFA), the organization that puts on the IRCHA Speed Cup contest, which was held at Site 5 this year.

Robert Montee calls out Known maneuvers for Mike Dipalo during the final round of F3N Freestyle Nats. This last round of the RC Helicopter Nats was held at the center stage area of Site 4 for spectators to watch and learn what is involved with FAI-style competition. The final music portion of the F3N Nats will be held at center stage in 2018.

Ben notes that you don’t have to be a 3-D heli master to compete in Speed. “Any average Joe can take their everyday heli, with a few minor flybarless controller adjustments, and go fast! Of course, [there is] the pure adrenaline rush with the gimbals in your hands as you push the limit of skill and technology.”

Scale entails slower flight, but Mike Zaborowski, who competed in both the RC Scale Helicopter Nats and the IRCHA Scale Nats, finds that every flight still comes with a large risk, but one he is willing to take. “The time it takes to build the machine and have it gone in a flash—I like the pressure of that.”

Mike enjoys the discipline that comes with the competition. “My mistakes are very easy for all to see. It’s hard to hide within a maneuver. Calling out the maneuver and then having to complete that maneuver better than the next guy is a great challenge.”

Welcome to the IRCHA Jamboree! As the sign indicates, the event is an international affair, not only drawing pilots who speak Japanese, German, and Spanish as shown on the sign, but also from countries such as Israel, France, Australia, United Kingdom, and Vietnam, as well as from across the US.

The full-scale aircraft stories and histories behind helicopters also intrigue Mike. “Each is different, and there is [also] a story behind each one, [even] from the notes of the real machine, [from] building, to test-flying, to tuning.”

Every pilot has a story behind why he or she flies RC helicopters. Whether it’s because of a family connection or the thrill of building, flying, or competing, there are many reasons why the IRCHA Jamboree is a must-attend annual event for so many people.

Changes, Highlights, and Thanks

Not only were there new events and a new layout at this year’s IRCHA Jamboree, there was also a new board of officers for this AMA Special Interest Group. Charles Anderson took over the reins as IRCHA president, with Dan Lucente as vice president of operations, and Tim DiPeri as vice president of development. Craig Bradley remains on the board as the AMA liaison.

“We had a very successful event this year, even while implementing a few changes in the layout,” Charles said. “We began discussing the field layout changes about two months before the Jamboree. We kept tossing around the idea of how we could create a food court, along with creating more room for the registration area. To say it was a plan in motion was an understatement, [but] a big piece of the puzzle was AMA staff helping us to create power sharing [electricity] with the food vendors.”

The organization was happy with the changes and having a centralized area where pilots could congregate. “By moving [the registration trailer] back, we completely opened up the center stage area for spectators, vendors, and staff. It created a better flow for everyone,” said Charles.

The night-fly competition is a favorite for pilots and spectators alike, whether the LED-lit helicopters are flying high or low and inverted, such as this one. The competition and the spectacular fireworks show, both of which took place Saturday night, were a great way to end to the event.

Nets were added to the center stage area to provide a safety line to help attendees and pilots stay mindful of their positions on the flightline. Tower lights for night flying were a popular addition and were in use each night of the event. Located on the east and west sides of the center stage, the towers were originally procured through a GoFundMe fundraiser.

After seeing how popular the towers were with the pilots, a company sponsored them by stepping forward and contributing to the remaining costs. The lights have already been secured and reserved for the 2018 Jamboree.

For a twist to the RC Helicopter Nats, which took place at Site 5 in the days leading up to the IRCHA Jamboree, the F3N Freestyle Known maneuvers final round was moved to the main event flightline and center stage at Site 4.

“We felt it was important to expose new generations of pilots to the FAI style of 3-D competition,” Charles said. “This is the only true internationally regulated 3-D competition, and it offers consistency in rules and judging for pilots.” Next year’s Jamboree will also showcase the F3N finals, but will highlight the final flight set to music instead of the Known maneuvers, to appeal to a wider spectator audience.

The annual (and infamous) Dwight Shilling Food Challenge was also held at the main flightline this year. Dwight is known to eat nearly anything—especially out-of-the-ordinary foods. The challenge is to find something he will not eat or that is the most disgusting to him. This year, large water bugs were deemed too unsavory to handle and beat out the fermented duck eggs that Andy Panoncillo brought to the table.

Tom Mast’s V-22 Osprey tilt-rotor Vertical Takeoff and Landing (VTOL) heli in Canadian colors takes off in the Scale area, which was situated across the road at the west end of the Site 4 main flightline. Tom owns Rotormast, LLC and BAT-SAFE, a LiPo battery charging box manufacturer.

The Auto Limbo was a play on the Auto Rotation contest that had been held in the past. The Auto Limbo had two rounds. The first was performing standard autorotations to a landing area, with points awarded for closeness to the center. The finalists from the first round then had one round with a limbo bar and were required to autorotate “limbo style,” with bonus points awarded if the limbo was flown inverted.

“We were happy with the pilot and crowd participation,” Charles said. Dwight organized the contest, with volunteer Wes Minear helping by creating a great lineup of participants. Charles noted that Dwight created rules that were fair and challenged the pilots and their abilities. Mitch Marozos won the contest with an incredible pirouetted inverted slide under the limbo bar tape.

A new competition for amateur pilots was unveiled on Thursday night called IRCHA’s Got Talent. Specifically for fun, but also to showcase new talent, tryouts for the contest were held on IRCHA’s Facebook page through submitted videos that highlighted the pilots’ skills. The first 20 pilots were accepted online to go through live tryouts at the Jamboree, where judges determined the top six.

The top six were given the opportunity to fly and show off their skills before the Battle of the Brands contest on Saturday evening, in front of the many spectators who had gathered at center stage. These pilots could not be sponsored by any radio or helicopter manufacturers or distributors, and props or theatrics were not allowed—it was based solely on skill in a 4-minute prepared and choreographed routine.

The event was so successful that it will return as part of the 2018 IRCHA Jamboree. On a side note, according to Charles, some of the pilots who participated in this year’s IRCHA’s Got Talent have since received sponsorship positions.

Hugo Markes, from Switzerland, carries his SAB miniComet to the flightline for the SAB Heli Division Power Hour. The 280-size miniComet made its debut at the event, while other newer SAB helicopters, such as the Fireball, were also demonstrated.

Horizon Hobby presented the Blade Micro Mayhem Friday night at the event. Fifteen pilots were chosen, based on videos submitted to Horizon’s Facebook page.

The goal was to fly a new Blade mCPS helicopter to music and be judged. The winners were given the helicopter with which they performed, as well as a Blade 360 CFX Trio. Blade and Horizon Hobby also provided pizza and refreshments for the spectators and pilots and gave everyone the chance to fly the mCPS after the contest. Jordan Horwitz was the overall winner.

The last night of the Jamboree, Saturday evening, was packed with activities such as the pilots’ dinner (presented by Texas Roadhouse), the raffle drawings, the finalist flights from IRCHA’s Got Talent, the second annual Battle of the Brands, the night-fly competition, and the spectacular fireworks show sponsored by SAB USA and Switch Blades.

Charles and the rest of the IRCHA board want to thank everyone involved. “The IRCHA Jamboree is a very large event with full schedules and a lot of activities. We have a large group of volunteers and, although it would be impossible to thank everyone, we would like to mention a few people who deserve some special thanks.

“Each year we have some volunteers who go above and beyond our call for help. Some of the people this year exceeded the expectations of any volunteer.” Charles’ list includes:

• Setup Crew “COGs” (Cool Old Guys): Jim, Larry, Don, Scott, and Charlie
• The Whirlybirds: Troy, Matt, and Jeff
• Site 3 Host: Adam and family
• Auto Limbo: Dwight and Wes
• Scale: Darrell
• Speed: Santiago and Ben
• Volunteer Coordinator: Dan
• The “Everywhere” Team: Jonathan, Mike, Jenie
• Josh and the AMA crew
• Registration Team: Sue, Kandy, Nikki.

“As one of the event organizers, I would personally like to thank everyone who helped during the event,” Charles stated. “You each help to make [it] memorable and fun for all of us.”

See you at the IRCHA Jamboree in 2018!

Sponsors

Platinum
Align
Enterprise Hobby
Empire Hobby
Gaui
HeliDirect
Horizon Hobby
KST Servo
Mikado Model Helicopters
SAB Heli Division
Scorpion Power System

Gold
BK Designs
Castle Creations
Compass Models
Futaba
Miniature Aircraft USA
minicopter
MSH USA
OptiPower
Oxy Heli
Peak Aircraft
Synergy R/C Helicopters
XPert Servos

Silver
AMain Hobbies
bavarianDEMON
Hobbywing
MKS Servos
RC Booya

—Jennifer Alderman
jennifer@modelaircraft.org

Sources:

IRCHA
www.ircha.org

IRCHA Facebook
http://bit.ly/2fmMHaR

MHSFA
www.mhsfa.org
IRCHA photos on
AMA’s Flickr
www.flickr.com/photos/modelaircraft/albums/7215768565
4984222

History Preserved
As seen in the December 2017 issue of Model Aviation.

Fly By - "Nobler"

George Aldrich’s Original Nobler

Even more than 60 years later, descriptions of George Aldrich flying his Nobler are exciting. From Model Airplane News, November 1951, describing the 1951 Nats, “Saw George Aldrichs (sic), a Senior, practice flying stunt. Had a keen airplane. One night he was doing square loops that had real corners. Five loops in a glide. Stuff like that. George, we remembered, used to follow the great Palmer around and some of that smoothness must have rubbed off. So we watched George fly officially—a realistic, big airplane based on the Caudron racer in profile. He proceeded to rack up about 400 points, then couldn’t shut his engine off and they hit him with a 40 point penalty, moving him down from first to third. But that is one ship you’ll be seeing plans of soon.”

At the 1952 Nats, George was still a senior competitor and still flying his Nobler. This time he had no problems. According to the November 1952 issue of Model Airplane News, “Highlight was George Aldrich’s piling up 379 points in senior, despite a sizable loss of appearance points for an old ship. His point total was considerably higher than those run up by nationally known experts in the Open category. George runs his Nobler through the stunt pattern with as little fuss as Walt Good used to display with his Rudder Bug in rc (sic). In Aldrich’s case, it is the airplane as well as the pilot—it amazes us so few people have grasped the fact that the Nobler is the best approach to a stunt job in the country today, bar none.”

The 379 points was also the Stunt High Point Score, winning him the Walker Trophy as National Stunt Champion. Jim Saftig called George the “Star of the Stunt Circles.”

For the next five years, George with one of his Noblers, continued to turn heads during competition. When the Nobler was kitted by Top Flite in 1956, it was advertised as “The Winningest Stunt Model Ever Flown!” That’s still a true statement today.

The Nobler in the National Model Aviation Museum’s collection is the original one built by George in 1950. It suffered a crash in 1963 and was left in a closet until it was restored by Charlie Bruce in 2002.

Charlie flew it at the 2002 Vintage Stunt Championships before George’s wife, Julianna, donated it to the museum, along with a 1951 Plymouth Internats first-place trophy and 1952 Nats first-place trophy.

—National Model Aviation Museum staff

Written by Terry Dunn
A portable aerial photography platform
Product review
As seen in the December 2017 issue of Model Aviation.

Bonus Video

Specifications

Type: Foldable multirotor
Frame diameter: 13.2 inches
Radio: 2.4 GHz system (included)
Minimal flying area: Large park
Price: $999 (base model); $1,299 (Fly More Combo)
Components needed to complete: Smartphone
Power system: Four outrunner brushless motors with 8.3 x 3 folding propellers; 3S 3,830 mAh LiPo battery (all included)
Flight duration: 24 minutes
Flying weight: 26.5 ounces

Pluses

• Small footprint when folded.
• Wide, customizable performance range.
• 4K-resolution camera.

Minuses

• In-flight orientation is difficult.
• Crowded data displays.

Product Review

There is no doubt that aerial photography (AP) multirotors have advanced tremendously throughout the past few years. Yet, this progress has seemingly been a path taken with baby steps.

Each of the frequently released new designs has offered only slight improvements over previous models. What has been missing is a totally new approach that causes people to step back and rethink the practicality of AP multirotors. DJI’s Mavic Pro might just fill that void.

Fold and Go

The true novelty of the Mavic Pro is its size. A ready-to-fly Mavic has a diameter of 335mm, which is only slightly smaller than the current 350mm standard. However, the Mavic’s arms and propellers can be folded inward to give the machine a significantly smaller footprint for storage and transport.

Even the already downsized transmitter can be further reduced to cellphone-like dimensions. That’s a huge benefit for people who want an AP platform that they can easily fit into a backpack for use during a hike or bike ride.

The primary appeal of the Mavic is that both the airframe and transmitter can be folded for easy transport.

Transportability is of little use in an AP platform if you have to sacrifice camera performance to get it. An advantage that the Mavic maintains over other currently available small AP quadcopters is its 4K-capable camera integrated into a three-axis gimbal. Therein lies the Mavic’s allure. It promises the same video performance of standard-size AP multirotors in a compact package that is much easier to manage.

The Mavic Pro’s base model includes the quad, transmitter, one battery, three pairs of propellers, and an AC-powered battery charger. DJI also offers a combo package that has two additional batteries, more charging options, and a soft carrying case.

The Mavic’s overall build quality is excellent. All of the parts are perfectly aligned and there are no blemishes to be found anywhere. I was particularly interested in analyzing the arm hinges. Any measure of fragility or sloppiness there could have a big impact on the performance and longevity of this quad. After several weeks of use and countless cycles, the hinges have proven to be robust and precise.

When unfolded and ready for flight, the Mavic’s footprint is comparable to many other AP multirotors.

The transmitter has some clever design features. Whereas most AP systems have you attach a smartphone or tablet to the top of your radio, your phone actually becomes an integral part of the Mavic’s transmitter. Two beefy arms fold down from the bottom of the transmitter to grip the phone.

Cables are included to interface with iPhone and Android phones. When running the DJI GO 4 smartphone app, the phone serves as a control interface for many features of the Mavic and it also provides a real-time video display.

I’ve been flying the Mavic with either an iPhone 5s or an iPhone 6s Plus attached to the transmitter. The two phones are significantly different in size, but both fit reasonably well within the grips. I find that the larger 6S Plus makes the overall feel of the transmitter more comfortable for my hands. If you have a protective cover on your phone, you’ll probably have to remove it before using it with the Mavic.

Your cellphone becomes an integral part of the Mavic’s transmitter. A wide range of cellphones can be utilized.

Preparing for Flight

My advice to the owner of any new AP multirotor has always been to read the manual from cover to cover before heading to the field. As these machines continue to become more advanced with increasingly autonomous features, they also become more complex and further removed from traditional RC models. No amount of previous RC experience can substitute for knowing how a quad will react when you push a certain button. Figuring things out in the air is a risky endeavor.

Recently, even my “read the entire manual” advice has become insufficient. It seems that software updates and enhancements frequently appear—often outpacing revisions to the manual. Make sure that you always have the latest version of the manual handy. You might also want to check online forums and videos for recent changes. I used all three resources to get up to speed with the Mavic.

The Mavic has such a broad range of features that it would be impractical to cover them all in this review. Many of those features are meant to assist users who are completely new to RC flying. I’ll focus on the aspects that are most likely to be appreciated and used by experienced modelers.

The DJI GO 4 smartphone app provides a real-time video link and a wide range of flight data. It is useful information, but the busy screen can be confusing at times.

There are two primary flight modes on the Mavic: Positioning (P-mode), and Sport (S-mode). You can select either mode during flight with a physical switch on the transmitter. P-mode utilizes GPS as well as downward-facing optical and ultrasonic sensors to maintain altitude and position. There are also forward-facing cameras that are part of the Mavic’s obstacle avoidance system.

As you approach something that is blocking your flight path, the system will warn you and eventually bring the quad to a halt if you do not change your course. Using obstacle sensing will limit your top flight speed to 22 mph. Disabling the forward cameras bumps the maximum P-mode speed to 36 mph.

Within P-mode, there are several “intelligent” flight modes that are selectable via the app. You can have the Mavic maintain a constant height above undulating ground using Terrain Follow Mode. It is even possible to command the camera to take a photo of you using only a series of hand gestures.

For me, the most useful intelligent mode is Tripod. This mode makes the Mavic extremely docile, with a top speed of slightly above 2 mph. You’ll want to use Tripod when flying among trees and other tight locations, or when you need to capture extremely smooth video footage.

Flipping the switch to S-mode disables the obstacle avoidance system, but GPS positioning is still active. Top speed edges up to 40 mph and the controls become more responsive. S-mode falls short of being aerobatic, but it is certainly lively. I think it’s about as aggressive as you’d want to get with a gimbal and camera onboard. It’s nice to be able to cut loose with a few hot laps to break up a session of smooth video flying.

Flying the Mavic Pro

It only takes a minute or so to unfold the Mavic and prepare the transmitter. It typically takes less time to unfold the Mavic than it does to install the propellers on any of my other multirotors.

With its small brushless motors and folding propellers, the Mavic Pro can reach speeds up to 40 mph.

A clear plastic cover surrounds the nose-mounted gimbal/camera. I kept the cover in place for the first few flights. When I reviewed the resulting video, I noticed frequent problems with glare and occasional shaky footage. I removed the cover for all subsequent flights and have not had any further camera issues.

Like most AP multirotors, the Mavic’s flight performance can be tailored to your preferences. The stock settings, however, felt quite natural to me. In both P-mode and S-mode, control authority in all axes is well-balanced. My only negative observation is that the quad pitches aggressively to brake when you release the right control stick. This movement is sometimes visible in the corresponding video footage. Of course, this braking action is one of the parameters that you can modify within the app.

The fundamental task of flying the Mavic Pro is simple and enjoyable. It’s a versatile little camera platform that performs well. Things get more complex, however, when the app comes into play. It displays a lot of useful data—perhaps too much. It sometimes takes more than a quick glance downward to find the information that you’re looking for. The same is true of the transmitter’s built-in screen. If you haven’t familiarized yourself with the layout of these displays, they can easily become more distracting than informative.

Visual orientation is an inherent problem with multirotors. The impact is somewhat exaggerated with the Mavic because of its relatively small size and overall dark color scheme. It might be helpful to add a splash of bright color in strategic areas to improve visibility.

The proprietary 3S 3,830 mAh flight battery can provide flights lasting longer than 20 minutes.

A proprietary 3S, 3,830 mAh LiPo battery powers the Mavic. DJI claims that 27-minute flights are possible. In real-world conditions, I was able to achieve 24-minute flights before becoming concerned about the remaining battery power. The app gives you plenty of warning before things get critical. It will also land the Mavic for you if you choose to ignore its pleas.

Capturing Photos and Video

Despite the amazingly small size of the Mavic’s three-axis gimbal and integrated camera, it is capable of capturing impressive aerial footage. The Mavic is easy to fly smoothly and the gimbal dampens out all of the unavoidable little bumps. I experienced occasional lag with the video downlink signal, but it was seldom noticeable. This made the task of framing shots a quick process.

This is the first airborne camera I’ve used that actually allows you to choose a focus area. All of my other cameras have simply been set at infinite focus. This is a very handy feature, as long as you remember to set the focus where you want it.

A slightly out-of-focus picture is often hard to notice on the small screen during flight, but you’ll realize it right away when you upload the footage to your computer!

Like so many other aspects of the Mavic, the camera has many configuration options (ISO, white balance, shutter speed, etc.). You can set everything to automatic or manually select whatever setting fits the situation.

The camera can capture 4K-resolution video at up to 30 frames per second. A number of alternate resolutions and frame rates are available, including 720P at 120 frames per second. Photographs max out at 4,000 x 3,000 pixels. Your media is stored on an onboard micro SD memory card.

Final Approach

There’s no question that the Mavic Pro represents a significant shift in thinking for AP multirotors. It’s no longer necessary to manhandle a large model to get high-quality 4K footage. The stowed Mavic is compact and light enough that it poses very little travel overhead. Just drop it in your bag and go.

The Mavic’s 4K-capable camera and integrated three-axis gimbal provide impressive video performance in a small package.

As capable as the Mavic is, it is probably not a great choice for modelers who prefer to simply open the box and go flying. Those who do so could easily find themselves overwhelmed by this quad’s countless options and busy data displays.

It is a different story, however, for those who invest the time to become acquainted with all of the DJI Mavic Pro’s features and capabilities. I think they will find that it is a tremendously versatile and adaptable platform. It is a multirotor that commands your attention, but rewards you with a compact machine that can be uniquely tailored to your preferences.

—Terry Dunn
terrydunn74@gmail.com

Manufacturer/Distributor:

DJI
(818) 235-0789
www.dji.com

Written by AMA Staff
Glory is only $250 away
Feature
As seen in the December 2017 issue of Model Aviation.

Multirotor racing continues to grow in popularity, and has accounted for the largest number of new AMA members in 2017. Although you can purchase a complete, ready-to-fly FPV racing quadcopter, most are built by their pilots. Building your own quad allows you to use the components you want and makes upgrades and repairs easier, thanks to the knowledge you gained during the build.

If you have decided to build your own FPV racing quad, you’ll have many choices when it comes to components. Three AMA employees, Matt Ruddick, Dillon Carpenter, and Kyle Jaracz, took on that task with an added requirement. They were not to spend more than $250 for everything except the transmitter and receiver. Our three participants would then compete against one another to determine the Model Aviation Racing Quad Challenge Champion.

In this article, you will learn about their builds, including the types of components and why they selected them. After you have read the article, check out the video of the competition and learn more about the competitors and their quads.

The Build Components

Matt Ruddick

For my build, I had one goal in mind: Keep it simple. I wanted to make sure that I found tried and tested components that I knew would work out of the box and give me a reliable system with which to work. In my opinion, the most important components would be the flight controller and the ESCs.

Of course, these components would normally be the most expensive parts of a build, so I knew that most of my budget would land there. For the flight controller, I chose the RaceFlight Revolt. This is my flight controller of choice on other builds, so I knew that I would be working with a quality component.

I also knew that I’d have few surprises when it came to setting up and handling the quad. After it is set up, the Revolt never fails to give me a “locked-in” feeling right out of the box, with little or no need for tuning.

I decided to use a four-in-one ESC to take advantage of the smaller frame. Although I haven’t used this component before, I chose the Siskin 31-amp four-in-one ESC based on recommendations from other pilots. I was confident that I’d have little trouble integrating it into this build.

I knew I wanted to go with a motor that had a relatively high Kv rating, but I didn’t want to break the bank. In fact, I couldn’t! Luckily for me, Ready Made RC (RMRC) has just released a new series of motors called the RMRC Silver Line. At slightly less than $11 per motor, these 2205 2,600 Kv silver beauties were perfect for the setup I wanted—no frills and straight speed. They came with extra-long motor wires that would match up well with the four-in-one ESC I planned to use. They also featured a hollow shaft and offered approximately 850 grams of thrust.

I matched those motors with 5050C Cyclone propellers from Dalprop. I normally fly three-blade propellers, but I really saw this as one of my secret weapons. I knew that my competitors would likely spend extra money on a set of two-blade propellers for our speed challenge and a set of three-blade propellers for the race. I decided to save a few dollars and just purchase a single set of two-blade propellers. I knew that for my racing ability level, I would likely never utilize the advantages of a three-blade propeller.

There are two major video transmitter (VTX) players on the market: TBS and its Unify VTX, and Immersion RC’s Tramp HV. You can’t go wrong with either product, but when I looked at my budget, I went with the Unify Race edition. It was $20 less than the Tramp HV, although it offered less in terms of features. I found it had everything I needed in a VTX, however, and I knew I could rely on it to work each time I powered up.

As for matching an antenna to the Unify, I used this as a place to save a little more money. I went with a linear polarized whip antenna from Pyro-Drone that was less than $5. If you’re merely flying at a local club field with a friend, this antenna will work great for you. It is super durable and at that price, you can have spares on hand, just in case!

There are many FPV camera options available, and they all come with features that can be attractive to any pilot. For the purposes of my build and its theme of keeping it simple, I chose the trusty Foxeer HS1177.

Finally, all of these components needed a frame upon which to live. There aren’t many options for budget-friendly frames out there that aren’t clones of existing products; however, there is a manufacturer based in California that designed my first quad’s frame more than a year ago that offers an inexpensive option.

Space One FPV’s Meteor 5-inch frame for $24.95 is a true X-frame designed for both beginners and advanced pilots. It offers plenty of space for your stack and is rock solid after it is constructed.

My only complaint about the Meteor is that the camera mount sticks out far enough that some propellers will clip it. I did not have that problem with my propeller choice; however, they didn’t miss it by much. That mount would likely need to be modified in some situations.

—mattr@modelaircraft.org

Dillon Carpenter

Building a budget racing quad for $250 is a task that, at first, sounded daunting. It’s easy to get caught up in the hype of the latest and greatest technology that is being released fairly consistently and forget about the tried-and-true equipment of years, months, and even weeks past. This challenge has provided a filter for my own nearsightedness in the market because I found out that I could build a capable and quick racing multirotor with a manageable $250 budget.

I focused primarily on the powertrain for the build and worked out which motors, battery, propellers, and ESCs were a priority, and then made the rest of the build fit into the budget. Motors are usually the biggest investment, with some premium motors retailing for as much as $20 or $25 each. I went with Emax RS 2205 2,600 Kv motors, or “O.G. Redbottoms” as they’re affectionately called in the multirotor community.

I decided to go with a higher Kv rating to be able to get more rpm out of my propellers because I was planning to use the relatively high-pitched Gemfan Flash 5152 two-blade propellers. These allow for an extra bit of thrust potential to aid in the top speed test, with the sacrifice of some stability and handling compared with a three-blade propeller.

In my experience, China Hobby Line (CNHL) 1,300 mAh 100C 4S LiPo batteries have an excellent cost-to-performance ratio, especially considering that they are only $19. I went with the reasonably priced Siskin 31-amp four-in-one ESC for $49 to save space and weight on the build.

The CL Racing F4 flight controller has all of the features I expect in a racing quad. With built-in Betaflight On-Screen Display (OSD), an F4 processor, built-in power distribution board, and current monitoring, this flight controller is a no-brainer for $30. The flight controller and the ESC came with ports to connect them, which made for an easier build. I also used a set of rubber standoffs for the flight controller to isolate any vibrations that might make it to the gyro.

I was able to get a decent FPV system with the remaining budget. The Foxeer Arrow Micro is the company’s new micro-size camera. Weighing 5.5 grams, this camera saved weight compared with using a traditional FPV camera. The Team BlackSheep (TBS) Unify Pro Race version features Smart Audio, which, when paired with Betaflight OSD, allows a pilot to change video channels, bands, and power output with his or her transmitter through the OSD in the goggles.

I’m impressed by Maarten Baert’s pagoda antenna design and used a fairly inexpensive thermoplastic polyurethane-reinforced Spedix Pagoda II antenna. The frame that all of these components were packed into was the Space One FPV Meteor 5-inch frame. Had I known about the design flaw that didn’t allow the propellers to clear the included camera mount, which required some modification, I would have gone with another frame.

Coming in barely under budget at $249.93, the only thing I wasn’t able to fit in was a $1.50 capacitor to protect my electronics and clean up
any electrical noise.

Overall, I was impressed with how well the quadcopter turned out. It is quick, handles well, is fairly simple to build, and uses components from reputable manufacturers and US-based vendors. I would definitely recommend this build to anyone looking to get into FPV racing at a reasonable cost.

—dillonc@modelaircraft.org

Kyle Jaracz

When Model Aviation Editor-in-Chief Jay Smith presented this challenge, I was excited to get started. As I began to compile a parts list, I thought of another challenge. What if I went with a 6S LiPo battery as the power source?

Because I had never built anything other than 4S quads, the challenge to find appropriate electronics and hardware that could handle that amount of power was definitely intriguing. Besides, what better way to add some excitement to the competition and for you, the viewer, than offering a different option? Oh, and if I failed spectacularly, there would likely be some exciting footage!

After deciding to use 6S power, my parts list began to take on an entirely different shape. Finding a frame was the easy part. I had a chance to look over the RMRC Valorem frame while I was at the Willard, Ohio, FPV Fest last summer. I had been impressed by the build quality and the frame’s price point. Also in its favor, RMRC offers many variations of arm options. Whatever your favorite setup is, the Valorem is a strong, budget-friendly contender.

Lacking experience with “what works” using 6S power, choosing a motor was more difficult. I needed something with a relatively low Kv and larger diameter and height to handle the extra power. I stumbled upon the website MyRCMart.com that had 2208 1,800 Kv powerhouses. The price couldn’t be beat and I was able to fit five motors into the budget—always a good thing to have a spare on hand for mishaps.

I chose the Hobbywing XRotor ESCs in 40-amp capacity. In hindsight, I could have gotten away with a 35-amp unit, and I wish that I had gone with something more current.

The Hobbywing ESCs communicate with the flight controller via Pulse Wave Modulation. This is an older method of communication between the flight controller and the ESC. This provides a low refresh rate, creating a significant wobble at full throttle and limits the quad’s top speed and controllability. The ESCs might be able to be updated with new software (which I will attempt after the competition is complete), but I didn’t feel that this was in keeping with the challenge’s theme.

The Flip 32 flight controller has flown just fine. I had a few issues in getting the board to flash with the latest software using Betaflight 3.2, and ended up going to several others for advice before we got it to flash. Since then it has been working well. A more costly component might have saved some heartache, but in all, it was a solid choice.

I saved some money on the VTX by going with the Eachine. Although I was initially leery of this VTX, I’ve had great reception and it is easy to change both frequency and output on the unit. I miss the ability to switch out antennae and polarization. I paired the VTX with the RunCam Swift Mini and I’ve had no issues.

I went through several propeller options before I decided on the Gemfan 5152 series. I chose two-blade propellers for the speed runs and three-blade ones for the race. I couldn’t be happier with their performance and durability.

It’s important to note that with all of the blades I tested, I made sure to check the temperatures of the components as I progressively pushed the quad. I never got to the point where I was concerned with anything getting too warm. To the contrary, the combination I put together for this build was typically only warm at the end of a pack, and then only if it was really being pushed.

As I finished the build, I began to think of what I should name this particular quad. I don’t normally give such consideration, but this was a special sort of build. I decided to dig into my RC roots, having been taught to name each sailplane I built long ago by my mentor, Pete Peterson, who used Norse mythology to name his aircraft.

I decided upon the Norse god of war and the upholder of justice, Tyr. This also made sense because my racing handle is “Blucord,” an homage to my infantry days. Of course, students of mythology will recall that this particular god is missing a hand. It turned out that this was prophetic, but you’ll have to check out the video to see what actually happened.

In summary, I’m happy with the build. I enjoyed stretching my comfort level and building something new. Having 6S power in the flights is exhilarating! If you’ve not built a 6S multirotor, think about trying one for your budget build. Be sure to write and let me know how it goes!

—kylej@modelaircraft.org

Sources:

MultiGP
www.multigp.com

Written by Matt Ruddick
Select your best virtual experience
Product review
As seen in the December 2017 issue of Model Aviation.

Bonus Video

System Requirements

Liftoff

Windows 7; Mac OS 10.9
Processor: Intel Core2 Duo 2.4 GHz or higher; AMD 3 GHz or higher
Memory: 3 GB RAM
Graphics: GeForce GTX 960M; Radeon HD 7750 or higher; 1 GB video memory
Network: Broadband internet connection
Storage: 4 GB available space

DRL High Voltage

Windows 8; Mac OS 10.12
Processor: Intel Core i5; 2.7 GHz or better
Memory: 8 GB RAM
Graphics: NVIDIA GeForce GTX 650 (2 GB) or better
Network: Broadband internet connection
Storage: 4 GB available space

VelociDrone

Windows 7; Mac OS 10
Processor: Intel Core i3 1.7 GHz or better
Memory: 4 GB RAM
Graphics: Intel HD4000
Storage: 4 GB available space

Rotor Rush

Windows 7; Mac OS 10
Processor: Intel Core i5 or better
Memory: 4 GB RAM
Graphics: NVIDIA 750 Ti graphics card or better
Storage: 4 GB available space

Twenty years ago, I remember sitting down at a brand-new Packard Bell computer with a freshly installed copy of Windows 95 and experiencing Microsoft Flight Simulator for the very first time. I was in awe of the scenery and controls and at times I felt as though I was actually flying an airplane through the clouds.

What my 13-year-old self failed to grasp was that a flight simulator was more than just a fun exercise in make-believe. In fact, there would come a time where I might just look at these simulators as tools to help improve my flying skills.

Past issues of Model Aviation have looked at products such as RealFlight and Aerofly as tools to hone traditional modeling pilot skills, but we’ve yet to look at dedicated FPV quadcopter simulators. It’s time to take a look at four of the top simulators currently being used by FPV pilots.

Liftoff

Liftoff is a simulator that was designed in conjunction with Immersion RC and Fat Shark, both of which are huge players in the FPV scene. There is some automatic credibility that comes with downloading it. One of the first things you’ll notice is how beautiful the graphics are. The Liftoff team really spent some time making the game look great, but what really matters is how the game feels when you’re flying.

The Workbench in Liftoff allows you to customize each component of your drone.

Many of us spend several hours each week flying our custom-built quadcopter rigs, and if the physics are incorrect on our simulator, it sticks out like a sore thumb. Many early Liftoff users complained of a floaty feel when flying the types of scenery included in the game, and as someone who was an early user of Liftoff, I agreed. However, thanks to an attentive development team and constant updates, Liftoff has improved to become one of the most realistic simulators on the market.

Some of Liftoff’s standout features include a Free Flight mode that is perfect for freestyle pilots who aren’t interested in setting fast times on a racecourse, as well as a multiplayer mode that allows you to compete against your friends in real time. It also boasts a track editor that allows you to create your own custom tracks or recreate real-life tracks from your local chapter. You can then share that track with the rest of the Liftoff community and compete with pilots from around the world.

The graphics and scenery in Liftoff look great and include a few famous tracks, such as this one from the Dubai World Drone Prix.

One of the things I love most about Liftoff is the ability to completely customize your quadcopter. Through the workbench mode, you’re able to choose from a variety of real and fictional frames, motors, propellers, and batteries. Are you a pilot who loves to fly with HQ 5 x 4 x 3 propellers? No problem; you can add those propellers onto your quadcopter and it will behave as though it were actually using those propellers!

Liftoff is available through the Steam gaming network on Windows, Mac, and Linux, and costs $19.99.

The track editor in Liftoff allows you to create your own racecourses that can be shared with the rest of the Liftoff community.

DRL High Voltage

Few have done more to bring drone racing into the mainstream as the Drone Racing League (DRL). Reaching millions of viewers through its ESPN broadcasts, the DRL has developed a brand and has extended it to a simulator that brings the exciting tracks from your TV screen to your computer screen.

DRL High Voltage gives you the chance to scream around the same racecourses and compare your lap times to those DRL pilots you see on TV, not to mention millions of other pilots around the world.

You’re limited to using the DRL Racer 2 (for now, although more options are expected), but because the DRL made its name as a stock racing league, that’s not surprising. What does come as a surprise is how large many of the maps are.

The Missions feature in DRL High Voltage gives a new pilot the fundamentals to get started in flying drones.

Do you want to try your hand at freestyling around an NFL stadium without violating any FAA regulations? Just cue up the Miami Lights course and you’ll be flying through the stadium field, the concourses, and even the parking lots! Of course, all of the iconic LED gates and course markers are there to keep you going in the right direction.

One thing that stands out in DRL High Voltage is the new Mission System that is designed to teach new pilots the fundamentals of flying a drone. Everything from how to hover to yaw is covered, which means that this might be a great choice for someone who has never picked up a quadcopter.

If you enjoyed the bright LED gates from the real DRL courses, you won’t be disappointed by what you find in High Voltage.

Finally, for experienced fliers looking for a way to become the next DRL star pilot, look no further than this simulator. DRL has used this simulator in the past and will be using High Voltage moving forward as a way to hold tryouts for the league.

DRL High Voltage is currently in Early Access Release through the Steam gaming network and is available for Windows and Mac. The Final Release version was announced for $19.99 at the time of this writing.

VelociDrone

VelociDrone is a simulator that holds realism above all other aspects of the game. It uses accurately modeled frames from real manufacturers and is constantly adding new ones with each update. Additionally, it might just have the most realistic physics of any simulator on the market. Although many simulators are considered too floaty to gain any real amount of improvement in the real world, VelociDrone seems to get it right, having just the right amount of gravity and thrust values for each model, while giving you that same adrenaline rush you’re used to at a local chapter race.

VelociDrone offers each of the MultiGP UTT courses on which to test your skills.

Like the other simulators in this roundup, VelociDrone features a robust multiplayer mode that allows for competition against as many as six other players, as well as custom track creations that can be shared among those in the community. The track editor offers a comprehensive list of objects that can be added, including nets, gates, flags, ground textures, gate towers, inflatable gates, and pipework gates.

However, what makes VelociDrone so valuable for someone trying to enhance his or her piloting skills is the inclusion of each of the MultiGP UTT courses. The UTT courses set up by MultiGP are essentially a standard set of tracks that can be built anywhere, allowing the lap times from anyone in the world to be compared with the lap times of anyone else.

VelociDrone houses the most robust track editor of all of the simulators, and includes LED gates, structures, and even trees.

What good does this do in a simulator? You’ll be able to see how well you stack up against the top pilots in the world by comparing your time with the public leaderboards from MultiGP. After you’ve mastered the UTT track in VelociDrone, you can head to your local MultiGP chapter and start laying down laps and potentially qualify for regional races.

VelociDrone is available for Windows and Mac and is priced at £19.99.

Rotor Rush

Rotor Rush might be the most unique simulator on the list. Like VelociDrone, Rotor Rush features real-life tracks from organizations such as MultiGP, Formula FPV, and FPV Canada. It features a realistic physics engine that is as good as any other simulator out there.

Rotor Rush is the exclusive simulator for the Tiny Whoop brand.

It also includes a robust multiplayer mode that offers slightly more than the others—specifically, turning top times in Rotor Rush qualifies you for the Rotor Rush Platinum Cup, putting you against the top Rotor Rush pilots around the world in a live race that is held in the United Kingdom.

Developers have built an entire house, complete with Tiny Whoop-branded gates, in which to fly.

But that’s not the only thing unique to Rotor Rush. If you’ve ever wanted to use a simulator that features micro drones, you’re in luck. Rotor Rush worked with the team from Tiny Whoop to be the exclusive simulator for Tiny Whoop. It has created virtual playgrounds and living rooms in which you can fly the micro-size drones that feel surprisingly similar to the real thing. Of course, when you combine that with the multiplayer features of Rotor Rush, you’re left with a compelling party game that can leave you and your friends having a great time flying together even if you’re in different parts of the world.

A complex playground level is a blast to race around in your Tiny Whoop.

Rotor Rush is available for Windows and Mac and costs £4.00 a month or £40.00 per year.

What’s Right for You?

It might be easy to skip to the end of this article to find out which simulator I think is the right one to choose, but that’s a question that you will have to decide for yourself. I hope the information I’ve provided will help guide you in your decision.

Although there’s no single answer to that question, one thing is certain: Using a simulator is an invaluable tool in building your flying skills.

—Matt Ruddick
mattr@modelaircraft.org

Sources:

Liftoff
www.liftoff-game.com

DRL High Voltage
www.thedroneracingleague.com

VelociDrone
www.velocidrone.com

Rotor Rush
www.rotorrush.com

Written by Chris Mulcahy
Capable and affordable 3-D helicopter
Product review
As seen in the December 2017 issue of Model Aviation.

Bonus Video

Specifications

Model type: Electric flybarless 280-size helicopter
Skill level: Beginner to advanced
Main rotor diameter: 626mm
Tail rotor diameter: 139mm
Length: 580mm
Height: 170mm
Weight: 26 ounces without battery
Power system: SAB Direct Drive Motor System
Radio system used: Futaba 16SZ
Flight duration: 3 to 5 minutes
Needed to complete: Flight battery, receiver
Price: $449

Pluses

• Low parts count.
• Inexpensive canopy and tailboom.
• Wide performance envelope.

Minus

• Tiny parts can be challenging to assemble.

Product Review

When I bought my first-generation SAB Heli Division Goblin 700 many years ago, I never imagined that someone would be able to miniaturize it into a 280-size machine. And yet, here we are! SAB had a number of ideas in mind when it designed this helicopter, including a low parts count, an inexpensive repair bill after a crash, and of course, without sacrificing performance.

Something that is unique about this aircraft is the direct-drive motor. As the name suggests, it drives the main rotor directly without the need for gears, pinions, or belts, thus reducing the overall parts count.

The low parts count and inexpensive replacements make the SAB Goblin Fireball 280 ideal for beginners and pros alike.

The Fireball comes as either a kit and motor, or as a combo that also includes the speed controller and servos. You can’t buy the Fireball without the motor because it is a special motor designed specifically for this helicopter. I built the combo version, which included the three SAB DS12C cyclic servos and the SAB DS12T tail servo. The included 60-amp ESC is also a SAB brand.

For my build, I added a Futaba CGY750 gyro (yes, it fit!), a Futaba R3001SB telemetry receiver, and used Pulse 6S 1,250 mAh 75C flight batteries. All of this was guided by my Futaba 16SZ radio.

The Build

As with all SAB kits, the parts are in numbered bags that correspond with each step in the instruction manual. The included manual is a small, full-color printed booklet that guides each step of the build.

The first step, believe it or not, is the tail servo. It was at this point that I realized I should plug in my receiver, gyro, and servos, and center the servo arms on each servo. The tail servo is simply sandwiched between the two molded side frames. I then flipped it upside down and added the one-piece molded landing gear.

The servos and gyro have been installed.

The tail assembly was next. This is probably the only part of the assembly that will test your patience and dexterity because the parts are tiny! The tail grips contain their own set of bearings and thrust bearings, just like the main rotor head, and each must be assembled.

I initially used the same grease on the thrust bearings that I use on all of my helis. I found out that this grease was too much for the tiny thrust bearings, so I removed them, cleaned them, and used a little light oil to lubricate them before reassembly.

The tail pitch slider was preassembled at the factory, so there was no need to disassemble it. There are a few preassembled parts, and this is noted in the instruction manual. There is no need to take them apart again. The tail assembly consists of the carbon-fiber vertical fin on one side and an aluminum side plate on the other.

The tail is belt driven and the belt must be looped over the tail shaft before final assembly. It is important to mention here that where metal parts screw into plastic parts (such as the uniball into the tail blade grip), the parts must not be overtightened to prevent stripping out the plastic. If you strip the plastic, you will have to replace the part. The tail assembly is attached to the plastic tailboom, which costs roughly $9 to replace.

The tail assembly is slotted so you can tension the belt correctly after the tailboom is attached to the main frames. The tail rotor pushrod needs to have the threaded ends glued into the carbon-fiber pushrod, and it is important to let the glue fully cure before trying to twist on the ball links.

The tailboom assembly is attached to the main frames with a single barb that slides into a socket—no pins or screws. When you push it all the way in, the barb clicks in place, preventing the tailboom from coming out. It’s a simple, easy, and effective design.

The antistatic wire was installed on the tailboom.

The tension from the belt also helps to hold the tailboom in place. This means that during a crash, if the tailboom doesn’t break, it can pull out from the main frames without damaging them.

This brings me to the unique motor assembly. There is no main gear, no autorotation hub, and there are no pinions. There is a large-tooth wheel that attaches to one end of the motor to drive the tail belt, and the other end bolts to an aluminum main plate. The ESC is seated inside on the floor of the main frames before the motor and main plate are bolted into the main frames.

The left and right belt tensioners are assembled, both of which ride on bearings, and are attached to the main frames. The cyclic servos are attached to their support assemblies and are bolted to the top of the aluminum main plate. Again, be careful not to strip any plastic.

The motor installed in the main frames, with belt and tensioners in place.

At this point, the rotor head is assembled. Each blade grip has its own set of bearings and thrust bearings, and the head spindle floats in rubber O-ring dampers in the head.

There is a unique part called the bearing support assembly that consists of two bearings and a feeder. It is a keyed component that connects to the motor. The feeder damper keys to the motor shaft that drives the feeder. A setscrew attaches it to the bottom of the main shaft.

The direct-style swashplate is much like the first-generation Goblin 700. The pitch links from the servos to the blade grips are not adjustable, and neither are the links from the servos to the swashplate. This should make setup simpler.

With this last assembly finished, the build is almost complete. All that is left is to attach the rest of the electronics and take care of the wiring.

If you’re like me, you will spend more time with the wiring than on the actual helicopter assembly! The plastic canopy is secured to the helicopter with magnets and a decal sheet is included. The flight battery is held under the front tongue of the main frames using Velcro and a strap.

I installed my CGY750 controller on the back of the helicopter and mounted the sensor on the top of the front tongue. I had to level out the mounting plate for the sensor because the front tongue is angled slightly down. Using any kind of mini gyro would be ideal here, given the helicopter’s small size. Routing and tidying up the wiring wasn’t as bad as I expected, and there are places to install zip-ties and the included wire keepers.

As an addendum to the manual, there is an antistatic wire kit for the tailboom. Some people say you will need it; others say you won’t. Erring on the side of caution, I installed the antistatic kit. This attaches a wire from the aluminum tail hub at one end of the tailboom to the aluminum main motor plate on the side frames. This prevents any potential static buildup from the belt from causing problems with your electronics.

You could probably sit down in the morning and have this kit ready to fly later that day. Or you could, as I did, spread it out over a couple of evenings after work. The build time is short, but enjoyable.

Programming

Following the instruction manual, I set up my throttle curves with a flat curve of 60%, 75%, and 85%, for 3,000, 3,800, and 4,200 rpm respectively. I don’t have a swashplate level tool that is small enough for the Fireball, so I used the center pitch marks on the head and blade grips to level the swashplate.

I rotated the head and made adjustments until I was satisfied that it was as level as I could get it. With none of the links being adjustable, it was an easy way to set it up. I started out with my gyro gain settings as stated in the manual, which ultimately proved to be too high for my model.

Flying

The first flight was spent setting up the gyro. Because the stock settings were too high, I had to significantly lower them. I’m not a huge fan of setting up small helis because they always seem so finicky compared with their larger counterparts. After I lowered the gyro gains, however, it started behaving itself.

For the CGY750 gyro, I ended up with 30%, 20%, and 18% on the tail, and 30% across the board for the cyclic pitch. After the gyro was dialed in, I got to have some fun with it. Although there is a more powerful motor available for the Fireball, the stock motor has plenty of power. You can cruise around at 3,000 rpm and do all of your 3-D maneuvers, albeit slower. You will extend your flight time to 4 or 5 minutes in this mode.

The Fireball wakes up at 4,200 rpm and becomes a snappy little speed demon. This small helicopter feels like a heavier one in the air. It can be fast and will quickly become small in a straight line, but the bright canopy and decals help with orientation. It has a lot of pop when going up, but needs most of the collective to pop in the opposite direction of gravity when coming down.

It’s an extremely agile 3-D flier, but can be tamed to be a gentle sport flier. The biggest difference between the Fireball and other helis is autorotations. It has no auto hub, so will it autorotate? Surely when you hit throttle-hold the motor will stop, thus stopping the rotor head? These thoughts ran through my mind before actually flying it.

While hovering low to the ground, I turned on throttle-hold and, surprisingly, the rotors kept spinning long enough for me to bring it in for a nice, soft landing. Does this mean that you can do an honest-to-goodness autorotation with the Fireball? I’m just not brave enough to find out yet.

My flight times at 4,200 rpm were 3.5 minutes using the 1,250 mAh Pulse batteries. I found myself flying at 4,200 rpm most of the time because it was just so much fun.

After I became comfortable with the Fireball, I found it to be a more stress-free type of flying because I wasn’t as concerned about the possibility of a crash as I am with my larger helis. It is a capable little helicopter and extremely fun to fly!

—Chris Mulcahy
cspaced@gmail.com

Manufacturer/Distributor:

SAB Heli Division International
sales@goblin-helicopter.com
www.goblin-helicopter.com

SAB USA
www.sabusa.com

Sources:

Heli Direct
(877) 439-4354
www.helidirect.com

Pulse Battery
(978) 206-6037
www.pulsebattery.com

Futaba
(217) 398-8970
www.futabarc.com

Written by Greg Gimlick
A 3-D-ready micro machine
Product review
As seen in the December 2017 issue of Model Aviation.

Bonus Video

Specifications

Model type: Electric BNF micro flybarless
Skill level: Intermediate to advanced
Main rotor diameter: 14.2 inches
Head geometry: 120°
Tail drive: Torque tube
Tail rotor diameter: 3.6 inches
Size: 180
Length: 13.4 inches
Height: 5.1 inches
Weight: 7.7 ounces with battery
Power system: 5,800 Kv brushless outrunner
ESC: Castle Creations Talon 15 ESC
Flight battery: E-flite 11.1-volt 450 mAh 3S 30C LiPo
Flight duration: 3 minutes
Radio: Spektrum DX9; AR6335 receiver (included); three nanolite high-speed heli servos (included); one 7.6-gram submicro digital tail servo (included)
Minimum flying area: Gymnasium
Price: $249.99 (BNF)

Pluses

• Ready to fly right out of the box using your Spektrum radio.
• Carbon-fiber frame and aluminum servo mounts.
• Castle Creations Talon ESC.
• Three-blade head for excellent collective and cyclic authority.
• Spektrum AR6335 Nanolite receiver with AS3X flybarless technology.
• Optimized servo geometry and metal-geared servos.
• Setup files downloadable from Spektrum.

Minus

• Tail rotor torque tube breaks easily, but saves the gears and shaft.

Product Review

I opened the Horizon Hobby Blade Trio 180 CFX BNF Basic with some preconceived opinions. Because I had already owned the original two-blade 180 CFX, I expected excellent quality and I wasn’t disappointed.

Like its predecessor, it comes out of the box almost ready to fly except for installing the blades and a bit of programming. It has a full carbon-fiber frame, fully supported aluminum tailboom, and uses “real” servos. I also like that it uses an inexpensive 3S LiPo pack and a JST plug rather than a proprietary connector.

Construction

Digital, metal-geared servos are mounted inside carbon-fiber frames with “optimized servo geometry,” which is Blade-speak for mounting them with the benefit of a straight-line geometry most micros attain by using weaker linear-style servos. The stronger digital rotary servos used in the 180 CFX are optimized by the new aluminum mounts designed for this machine.

A view of the left side shows the optimized servo positioning on aluminum mounts. Note the sturdy drive links on the direct flight control head.

The tail drive assembly resembles that of a much larger machine, complete with dual support arms. It utilizes a torque tube and a one-piece tail rotor gearbox. The gearbox is easily removed by popping the control linkage off and removing one screw. After you do that, the gearbox slides off of the aluminum tailboom and the torque tube slides right out.

Why is this important? Well, that torque tube is a sacrificial piece of the drivetrain in the case of a tail rotor strike. If you fly from grass instead of pavement, it becomes important because sticking the tail rotor into a clump of grass will break the ends of the torque tube, but will not damage any of the gears or the shaft. It will break with only slight contact with the ground, but it takes less than 5 minutes to repair and the parts are inexpensive. If you fly from a smooth surface, it won’t be an issue.

The tail drive is the same efficient unit used on the previous two-blade 180 CFX.

One problem some helis encounter with torque tubes is a wobble in the middle of the tailboom. This has been addressed in the Trio 180 CFX by adding a bearing near the center of the torque tube to support it. When you replace a broken torque tube, simply shake the broken pieces out and slide the new tube in. There is no gear lash to adjust because everything is set to lock in the exact location necessary. Replace the screw, snap on the linkage, and you’re back in the air.

Blade uses a Castle Creations Talon 15 ESC, so you can tweak the settings with a Castle Link, if needed. I don’t know why you’d have to do that, but for anyone who likes to adjust things, it is an option. Great tech support is available from Castle Creations.

The ESC is paired with a 5,800 Kv outrunner motor driving a beefy main gear with a metal pinion gear. This is a much sturdier drive than you find on most micros helis.

The receiver is buried inside of the frame. Fortunately, someone thought of installing a binding plug extension mounted to the side of the frame so that it’s easily accessible. The receiver is a Spektrum AR6335 six-channel receiver with AS3X flybarless technology. This delivers high-speed stability and precision.

The right side of the Trio 180 CFX shows the binding plug that has been affixed to the side where it’s easily accessible. The tail rotor servo is also seen in this view.

It was a simple process to program my DX9 transmitter. The manual lists setups for Spektrum radios and it’s easy to follow, but you can also download the setup file for your radio from the Spektrum website.

Flying

I couldn’t wait to get this thing to the field, but a stretch of days in North Carolina, with 108° heat indices, gave me pause. Finally, a nice comfortable 94° day presented itself and off I went. Hey, it’s all relative, right?

The 7-ounce Trio 180 CFX is not designed for windy days, but I did fly it in breezes up to 10 mph. That bounced the little heli around more than I was comfortable with, but it handled the conditions well.

This machine has monster power! I was really surprised by its authority as soon as I advanced the throttle and increased collective. The machine is agile and I suggest that if you’re not an expert flier, have it test-flown by someone who is. I made my initial test flight then handed the Trio 180 CFX to Daniel Lamb, who is a member of my park flyer club. Daniel, an experienced 3-D pilot, gave it a workout.

Daniel Lamb stepped up to test the machine’s 3-D capabilities.

Daniel wasted no time getting it into 3-D mode by punching out instantly and bringing it back down to us inverted. He immediately exclaimed, “This feels good!”

From there on out, it was hold on! There weren’t any maneuvers he tried that it wasn’t capable of performing. He often mentioned how he expected one thing or another to fade, but it didn’t. The tail was one of the best he has experienced in a micro-size heli and on par with much larger aircraft.

Inverted punch-outs didn’t seem to fade the power as Daniel expected, and the tail held solid. Several times during and after his flights, he commented on how well the tail held under all conditions.

I could tell by his smile that Daniel was happy flying the Trio 180 CFX. I was trying frantically to shoot photos and I think he used that as an excuse for one more flight so that I could get more. What a clever guy!

After several flights, we sat down to compare notes. We went over each factory setting and discussed what we expected and how the aircraft compared. Daniel commented that he thought the settings were as close to perfect as one could expect, and the only thing that he might change was the throttle curve for normal mode.

The green color scheme stands out well in the air and helps with orientation.

Daniel said that he would prefer the difference between the top throttle point in Normal mode to be closer to the Stunt 1 setting so there wasn’t such a marked increase in rpm. It wasn’t a problem, but it was a personal preference.

Conclusion

I think the Trio 180 CFX is a real winner. There wasn’t anything we tried that this machine wasn’t capable of—a remarkable accomplishment for a micro! Its power is surprising and a full aerobatic envelope is there for anyone wanting to try it.

The Trio 180 CFX is not a beginner’s helicopter and it is challenging for some intermediate pilots (me), but it certainly fills the bill for moving up from the intermediate stage. Having had the original two-blade version, I can attest to the fact that this is a giant step up in performance. This machine is a thrill ride!
—Greg Gimlick
maelectrics@gimlick.com

Manufacturer/Distributor:

Blade
(800) 338-4639
www.bladehelis.com

Horizon Hobby
(800) 338-4639
www.horizonhobby.com

Sources:

Spektrum
(800) 338-4639
www.spektrumrc.com

Castle Creations
(913) 390-6939
www.castlecreations.com

Written by Jon Barnes
Seamless integration with DJI products
Product review
As seen in the December 2017 issue of Model Aviation.

Bonus Video

Specifications

Screen resolution: 1920 x 1080 (combined displays = 3840 x 1080)
Field of view: 85°
Video downlink resolution: 1080p 30 FPS; 720p 60 FPS; 720p 30 FPS
Refresh rate: 60 Hz
Operating frequency: 2.4 GHz
Video downlink latency: Mavic Pro 110ms; Phantom 4 Pro/Advanced series 150ms; Phantom 4 167ms; Inspire 2+X5S 140ms; Inspire 2+X4S 190ms
Battery capacity: 9,440 mAh
Battery energy: 35.44 watt hours
Typical battery duration: 6 hours
Operating temperature range: 32° F to 104° F
I/O interface: Micro-USB; 3.5mm audio jack; HDMI type-D, micro-SD card slot
HDMI modes supported: HDMI 1.4b; HDCP 1.4
Dimensions: Headset 195 x 155 x 110 mm; headband 255 x 205 x 92 mm
Weight: Headset 495 grams; headband 500 grams
Price: $449

Pluses

• Headset can be used with many of DJI’s drones, with varying levels of functionality and integration.
• Pilots with less-than-perfect vision can leave their glasses on while wearing this headset.
• Trackpad-style control interface allows pilots easy access to an extensive menu system with the headset in place.
• 100% wireless connection when used with the DJI Mavic.

Minuses

• Pilots with extremely large heads might not be able to comfortably wear the headset.
• Those who wear glasses might need to amend their prescription or obtain reading glasses with a different magnifier.

Product Review

Pilots who are interested in using multirotor aircraft for capturing aerial media are often forced to face the challenging dilemma of sunshine-induced screen glare on the smartphone or tablet that they are using to view the real-time video signal being fed back from the drone’s onboard camera.

Although any variety of hoods and shields can be used to at least partially mitigate the problem, a better solution, and one that can completely eliminate the problem, is using a video headset or a pair of FPV goggles.

Donning a headset or a pair of goggles when taking to the air comes with the bonus of a much more immersive flight experience. These devices typically block all of the ambient daylight and allow pilots to fully focus on the color images displayed on the device’s screen(s). One caveat when wearing a headset or goggles is that fliers surrender the ability to easily look skyward in order to view and control their aircraft using the conventional line-of-sight method long used by RC pilots. This task is relegated to the spotter.

DJI, a well-established and prolific designer/manufacturer of multicopter flight controllers and aerial media platforms, has taken a step in a new direction with the release of the DJI Goggles. This headset is designed to be used with a plethora of DJI-branded aerial media drones, including the Phantom 4, Inspires 1 and 2, Mavic, and Spark. A compatibility matrix, found in the product manual, thoroughly defines the functionality of the goggles when used with the various DJI aerial media platforms.

One glance at the matrix reveals that the goggles were designed to most fully complement the DJI Mavic. Ten modes and features are called out in the chart, and the Mavic is the only platform that is listed as supporting all of them.

The ergonomics of the interpupillary distance adjustment dial and menu navigation buttons favor right-handed users.

The oldest platform included in the compatibility matrix is the Inspire 1. Pilots who wish to use the goggles when flying this legacy DJI product are limited to connecting the goggles to the Inspire 1 flight controller via an HDMI cable and using the headset to view a real-time video signal from the Inspire’s onboard camera, overlaid with basic telemetry data arranged along the top and bottom edges of the display.

The balance of the DJI drones included in the compatibility chart fall somewhere between the Mavic and Inspire 1 when it comes to the features and modes supported by the goggles.

DJI’s headset utilizes a two-piece design that allows it to be quickly broken down into a more travel-friendly form factor. The padded, adjustable headband contains a 9,440 mAh battery, located in the rear of the headband. This battery location helps to balance the assembled headset when perched on top of a pilot’s head.

A micro USB receptacle, located on the headband under a protective rubber flap, serves as the point of contact for charging the battery. A USB charger and cable are included.

The second part of the headset is a rectangular assembly that houses most of the electronics. The two pieces mate via a multi-pin connector assembly that includes an integrated pivoting mechanism. This feature allows a pilot to rotate the goggles up and away from his or her face while wearing the headset. A spring-loaded push button allows the two pieces to separate for storage and transport.

Initially, a pilot might be slightly puzzled as to how to properly separate the two components. After he or she has done it a few times, the amount of force required and the proper angle at which to pull the two pieces apart becomes apparent.

An adjustable headband opens wide enough to accommodate all but those with very large heads.

Ancillary items boxed with the headset include a micro USB cable, HDMI cable, plastic wire retention clip, USB charger, and a small cleaning cloth. The goggles’ understated, sterile-looking, white and gray color scheme makes for aesthetics that would be at home in any hospital or medical facility.

The goggles use a laptop-style trackpad for primary navigation of the extensive menu system. The user swipes forward, backward, up, or down to work through the comprehensive menu system. A tap on the trackpad will select any given menu item.

Two buttons, one concave and one convex, are located on the underside of the headset and supplement the trackpad, allowing fliers to “confirm” a menu selection or escape from one menu to the previous one. A recessed button near these two primary menu navigation buttons serves as a seldom-accessed bind button and is used to connect the device to DJI drones that support this product.

The opposite side of the headset features a trio of ports, all of which are protected beneath a soft rubber flap. With the flap leveraged away from the headset, pilots gain access to a micro SD card slot, a 3.5mm audio output jack, and an HDMI type-D port. A small speaker is located to the rear of these ports. DJI provides an 18-page User Guide to acquaint fliers with the product.

A soft rubber flap helps to seal and protect the SD card slot, earphone jack, and HDMI port from the environment.

Six videos that are available on the DJI website cover topics that range from preparing the goggles for flight to how to use them to fly with a friend. Those who wish to squeeze every last ounce of performance out of the feature-rich DJI Goggles should read the entire manual and watch the full series of videos. DJI did a commendable job on most of the documentation.

Flying
Donning the DJI Goggles in preparation for a flight typically involves opening the headband to its widest circumference, slipping the headset over one’s head, and then tightening the knurled rotary knob on the rear of the headband so that the soft, rubber, curtain-like facial gaskets are optimally positioned to seal out as much ambient light as possible. An abundance of gray padding all the way around the headrest helps keep things comfortable.

A secondary tier of padding in the front of the headrest helps to prevent the creation of any pressure points from the weight of the headset. Pilots who wear eyeglasses might notice that a small amount of light will leak in around the rubber gasket where the eyeglass earpieces exit the headset.

Those whose heads are on the large side might find it challenging to fit and comfortably wear the goggles. (My hat size is 73/8 and the goggles fit on my head with little adjustment room to spare.)

DJI includes another knurled rotary knob for adjusting the interpupillary spacing of the goggles to a pilot’s preference. The total range of adjustment is listed as being 58mm to 72mm. Users who wear glasses for reading or close-up work will probably need to wear them while using the goggles.

Kudos to DJI for designing the headset so that there is ample room inside for either plastic- or metal-framed spectacles to be worn, but some might find that the images are still blurry, even with reading glasses in place (see the “Focus-Fixers” sidebar).

With the goggles in place and powered up, the viewing experience is incredibly immersive! The pair of 1920 x 1080 displays create a vividly colored, 85° field of view. Pilots have a choice of using a 720p/60 FPS mode that prioritizes a fast frame rate or a 1080p/30 FPS mode that emphasizes a higher-quality display.

Vital telemetry data is overlaid on top of the live video feed from the onboard camera. Pilots can easily access the comprehensive menu system with a series of swipes on the headset’s mounted trackpad.

The entire approach to menu access engineered by DJI is both intuitive and easy to use. Right-handed pilots will find that the ergonomics and placement of the trackpad, menu buttons, and interpupillary adjustment dial allow their forefinger and thumb to naturally control the headset menu system. Southpaws might find it slightly less user friendly. Locking the menu system to prevent accidental activation during flight can be done with a two-finger swipe.

A double tap on the trackpad will record a screenshot to a micro-SD card if one is installed in the headset. When flying the DJI Mavic while using the DJI Goggles, there is seldom a need to flip the goggles up and out of the way in order to steal a look at the aircraft while in flight. DJI has tightly integrated the control of the Mavic, and access to the variety of flight modes that it is capable of, into the menu system.

Pilots can initiate an automatic takeoff, a return to home, and even switch between the various Intelligent Flight modes using the headset trackpad and menu-select push buttons. Thanks to DJI’s Ocusync technology, the connection to the goggles when flying with the Mavic is wireless. This allows a pilot to power up and fly the Mavic using the DJI Goggles in a mere few minutes, and also creates a wonderfully uncluttered, cable-free flying experience!

Flying an older legacy aircraft such as the DJI Inspire 1 while using this headset is a less tightly integrated experience. None of the fancy features available when flying with the Mavic are supported when flying an Inspire 1.

Pilots simply connect the Inspire 1’s controller to the DJI Goggles using an HDMI cable (users will need an HDMI type-A female to HDMI type-C male adapter to make this connection). When connected to the DJI Goggles, the Inspire 1’s HDMI projects the onboard camera output, overlaid with critical telemetry information along the top and bottom edges of the picture.

Although much more limited in functionality when compared with the options available while using the headset with some of DJI’s newer aircraft, a flier might nonetheless appreciate the high-quality viewing experience offered by the DJI Goggles when they are used as a simple set of FPV goggles. Given the headset’s HDMI input, pilots can even use the goggles to watch movies or play games.

Focus-Fixers

With the DJI Goggles and a new product called Focus-Fixers, FPV pilots with less-than-perfect vision, who dream of a day when they can wear a pair of goggles without creatively shoehorning a pair of reading glasses inside of them, now have a viable option. Focus-Fixers owner Chris Green has designed a pair of low-profile, corrective lenses that can quickly be snapped onto the twin displays inside of the DJI headset.

Although the DJI Goggles are designed to accommodate users who wear eyeglasses, the optionally available Focus-Fixers allow pilots to use the headset without spectacles.

The Focus-Fixers website assists pilots in accurately determining if they should select the +2.25, +3.00, +4.00, or +5.00 lenses. The website offers fliers three methods by which they can properly assess their visual needs. Should a pilot hand someone with unimpaired vision his or her DJI Goggles, the Focus-Fixers can be easily removed and safely stored in the included compact carrying case.

Although the DJI Goggles are designed to accommodate those who wear eyeglasses, Focus-Fixers allow a pilot to temporarily enjoy spectacle-free FPV flying!

Conclusion

The DJI Goggles are notably larger than many competitive headsets and goggles. Although slightly on the bulky side, they manage to create a relatively balanced feel when slipped in place on one’s head. They are probably not the product of choice for pilots interested in fast-paced FPV racing, but those interested in shooting high-quality aerial media using DJI’s diverse series of aerial-media-capable drones will definitely want to take a look.

With battery life touted as being up to six hours, pilots can enjoy multiple outings without a need to recharge. Fliers who wear corrective lenses and are unable to wear other popular headsets and goggles will especially enjoy the manner in which the DJI Goggles were designed to accommodate eyeglass wearers.

—Jon Barnes
barnesjonr@yahoo.com

Manufacturer/Distributor:

DJI
(818) 235-0789
www.dji.com

Sources:

Focus-Fixers
www.focus-fixers.com

Written by Stan Alexander
RC Scale
Column
As seen in the December 2017 issue of Model Aviation.

Bonus Photos

Every year I see a model at the RC Scale Nats, held at the International Aeromodeling Center in Muncie, Indiana, that stands out and is somewhat above the rest. It’s easy to see the craftsmanship in the aircraft’s details.

I will discuss one of the aircraft that I thought was an excellent example of the builder’s art of designing, constructing, and detailing an RC Scale model.

Jack Buckley is no stranger to the static circle, or the winner’s podium for that matter. A model aircraft such as his can take several years to complete, and being dedicated to finishing the project is an accomplishment in itself.

Jack designed and built a 1/3-scale model of a de Havilland D.H.82A Tiger Moth. The aircraft uses a set of wing ribs from Mick Reeves in England, so Jack can’t enter the model in the Designer Scale class. The model spans 133 inches and weighs 40 pounds.

Jack’s Tiger Moth on landing—even the aileron linkage is scale. It’s hard to find anything that says this is a model!

The airplane is covered with Stits Lite fabric and painted with Stits Poly-Tone paint. Power is provided by a Desert Aircraft DA-50 engine, 300-ounce MG servos on all flying surfaces, and a Futaba 14SG radio system with a 14-channel receiver. Jack uses two 4,000 mAh NiCd battery packs—one for the ignition and the other for the receiver—and heavy-duty Futaba servo wire for the six-volt system. The fiberglass parts are all molded and finished by Jack, as well as all of the details.

I asked Jack where he obtained his documentation for the big Tiger Moth. He told me that the full-scale airplane is local to his area and he has gotten to know its owner well, so he has access to it to measure and photograph all of the building documentation that he needs. I’ve seen this model (with different judges) receive 99.0 static scores several times and it has won in national events across the US, including the National Association of Scale Aeromodelers (NASA) Scale Classic, the AMA RC Scale Nats, and other competitions.

Note the rib tapes, metal fittings, and hardwood wing struts on Jack Buckley’s 1/3-scale Tiger Moth.

The model flies realistically without a gyro and is very stable in the air. The landing gear operates as per the full-scale airplane and is fully articulated.

New Modelers at the Nats

Every year I look forward to seeing who shows up for the RC Scale Nats. This year there were two new Juniors and one Senior pilot at the event.

Joe Graber, a 16-year-old from Grafton, Ohio, brought his new Balsa USA Sopwith Camel to compete. This is his first built-up model! The 84-inch wingspan Camel is powered by a Zenoah G38 engine. Joe’s entry also has Solartex covering and is controlled by a Futaba radio system.

Joe Graber displays his first kit-built model, a Balsa USA Sopwith Camel. Joe has found that taking off and landing with a skid will keep your attention.

Joe practiced with his airplane and put in several flights, but chose to sit out of the competition part. He wanted to watch and learn. Hats off to his dad, Mike Graber, for attending the Nats with him. Everyone looks forward to seeing them next year.

Brady Ornat, from Wakarusa, Indiana, brought a Top Flite Supermarine Spitfire with a DLE-55RA. It was controlled by a Futaba 2.4 GHz radio system.

Brady Ornat and his dad prepare Brady’s Top Flite Spitfire for the next round of competition. The model flew rock solid.

Brady came with his parents to compete in Fun Scale Novice. They helped him in the pit area and made sure his airplane was ready for the next round of competition. This was his first time at the RC Scale Nats, but Brady flew the Spitfire like a pro! His caller, Greg Hahn, said, “He’ll be beating me soon.” Brady went on to win Fun Scale Novice.

Evan Gaston has attended the Nats as a Junior competitor in the past with his dad, Dan Gaston. This year they brought Evan’s 86-inch wingspan Extra 300LP, powered by a DLE-55 gas engine. He uses a Spektrum radio system and Savox servos. The big aerobatic airplane had Kirbys Kustom Vinyl Graphics on it.

Evan Gaston’s Extra 300LP was built from the parts from two other airplanes. Evan flew the model in Fun Scale Open and finished sixth overall. This was his fifth Nats!

The airplane was built from the remains of two crashed airframes that were picked up at a swap meet. Evan took the bits he had left, stripped everything, and repaired, reinforced, and finally re-covered and repainted the airframe. He finished in sixth place in Fun Scale Open this year.

For complete contest results and special awards, check out the June 26 edition of the NatsNews newsletter, available at the link listed in “Sources.”

Merry Christmas!

-Stan Alexander
onawing4602@att.net

Sources:

NASA
www.nasascale.org

Mick Reeves Models
mickreevesmodels@gmail.com
www.mickreeves
models.co.uk

Stits/F&M Enterprises
(817) 279-8045
www.stits.com

Kirbys Kustom Vinyl Graphics
(513) 932-2422
www.kirbysgraphics.com

Balsa USA
(906) 863-6421
www.balsausa.com

Top Flite
(217) 398-8970
www.top-flite.com

Futaba
(217) 398-8970
www.futabarc.com

Spektrum
(800) 338-4639
www.spektrumrc.com

NatsNews
www.modelaircraft.org/events/nats/natsnews.aspx

Written by Mike Zaborowski
This gathering is about more than competition
Event coverage
A digital exclusive from the December 2017 issue of Model Aviation.

The AMA recognizes three Scale helicopter classes: AMA 518 as the primary class and two provisional classes, Team Scale and Sport Scale. AMA 518 is a Precision Scale class requiring documentation, including a declaration page, three-view drawing, pictures, and specifications of the full-scale helicopter.

The documentation is needed to prove and convey the look of the full-scale machine the modeler is trying to copy. The assigned contestant must be the builder and owner of the model, and he or she must sign a declaration page stating that this is true.

Team Scale has all of the same requirements as AMA 518, except for the builder-of-the-model rule. The pilot can be the owner, but does not need to be the builder of the model.

A Hughes OH-6A Loach flown by Team Scale winners Darrell Sprayberry and Paul Holland.

AMA 518 and Team Scale both use a 50/50 scoring system. The static score is normalized between the competitors and then doubled. The two best flying rounds of all rounds flown are normalized and added individually.

Sport Scale is a budding builders’ class. You still need all of the documentation, a declaration page, and a three-view, but the scoring in Sport Scale is weighted on flying, not building. The breakdown is 33.3% static, and then each flying round is 33.3% of the score.

A close-up of the Loach helicopter, the Miss Clawd IV, flown in Vietnam, that was built by Paul Holland.

In simpler terms, one static score (normalized) and two separate flight rounds are added together and totaled. No fewer than three judges (nor more than five) are needed to judge the static score and the flying rounds.

The 2017 Nats Scale helicopter event was good. A total of 13 entries, divided between the three classes, with pilots from five states, competed for a win. Our judges for this year’s event were, Stan Kopresky, Tim Green, and Don Ervine. The contest director (CD) was Mark Allen from Latrobe, Pennsylvania, and the entire helicopter event was managed by 22-year contest veteran Craig Bradley.

Monday came and Mark took the reins and got the static judging underway on schedule. We held the pilots’ meeting the previous evening with a fantastic Low Country boil provided by master cook Darrell Sprayberry.

In static judging, pilots place their models on the judging table. The contestants get 5 minutes to describe and show off any of the model’s special features.

On top in AMA 518 in static was Marc Smith’s beautiful electric-powered 1/4-scale Jet Ranger. The top static score in Team Scale was the Sprayberry/Holland team with a great-looking Loach built by Paul Holland. Number one in Sport Scale was Emile Sheriff with his EC-145.

Emile Sheriff flies his EC-145.

It’s worth mentioning that we also added a new contestant to AMA contest flying: Rene Gotiear. This was his first Nats and I suspect he will be back. He stated on several occasions what a good time he was having and that he was looking forward to next year.

We managed one round of contest flying on the same day as static judging. After round one, I was on top in 518 with Darrell Sprayberry close behind. Sprayberry/Holland won the Team Scale round, and Emile Sheriff won the Sport Class round.

As we moved on to day two, we managed to get one round flown. We fly our event with the F class pilots and we started our second round at roughly 2 p.m. The wind was brisk and the Scale pilots did all they could to keep the machines looking good. The winner in round 2 was Bernard Shaw in 518. Pilots pulled their machines in Team Scale so no points were awarded, and Eaton Bryce won round two in Sport Scale. Things were starting to tighten up!

Darrell Sprayberry’s CH-34 makes a run-on landing.

We flew round three early on the third day. The first flight of the day was mine. I came out on top in 518. No flights were made in Team Scale and I was lucky enough to win this round of Sport Scale.

It was at this point that everything was on the table. We all realized that no one had broken a helicopter and nobody was going home with pieces and parts. We witnessed some amazing flying as well as watched new pilots grow with each flight.

In the end, there can only be one winner and so we move on to the final scores.

AMA 518
1) Emile Sheriff (Eurocopter UH-72 Lakota)
2) Darrell Sprayberry (Sikorsky CH-34)
3) Michael Zaborowski (Eurocopter EC-145)

The top three in 518 (L-R): Darrell Sprayberry, Emile Sheriff, and Michael Zaborowski.

Team Scale
1) Loach, Darrell Sprayberry (owner/pilot) Paul Holland (builder)
2) Bell 47G, Marc Smith (owner/pilot) Lee Marshall (builder)
3) Sea Hawk, Eaton Bryce (owner/pilot) Luther Farmer (builder)

Team Scale participants (L-R): Marc Smith, Darrell Sprayberry, Luther Farmer, and Eaton Bryce.

Sport Scale
1) Emile Sheriff (Eurocopter EC-145)
2) Bernard Shaw (Cobra)
3) Eaton Bryce (Eurocopter AS350)

Sport Scale helicopter winners (L-R): Brian Shaw (second place); Emile Sheriff (first place), and Eaton Bryce (third place).

Congratulations to the winners in each class. Emile Sheriff was again on top of his game claiming two of the three classes. Thanks to our CD, Mark Allen, for his guidance during this event. He ran a tight ship and we had a smooth contest because of his hard work. The contest was fantastic.

Emile Sheriff won two of the three events and was awarded the plaque for National Champion in RC Scale.

AMA Scale helicopters are alive and well in the US and their popularity is growing. We hope others will find inspiration next time, as they hear the thump of a set of rotor blades and are inspired to build a Scale heli!

—Mike Zaborowski
grimracercnc@yahoo.com

Sources:

Nats
www.modelaircraft.org/events/nats.aspx

IRCHA
www.ircha.org

Written by John Griffen
In the Air
As seen in the October 2017 issue of Model Aviation.

John Griffen of the Rend Lake RC Club, located in Ina, Illinois, shared some information about an RC camp that his club held for local youth.

I want to share a little back story for how this came about. When I was younger, I remember finding out that there was a local RC club holding regular meetings in town. I was only 10 or 11 at the time, but nonetheless wanted my parents to take me to one of these meetings.

The day came and my parents drove me to the meeting site. They patiently waited in the parking lot as I went in. Before the meeting started, a couple of members said hi and asked my name and that was about it—as they started and ended their meeting. I attended a couple more meetings and it was much the same—never really being welcomed or introduced to the hobby!

So I will state it now: don’t you think for a minute that kids don’t remember first impressions! I have told myself over the years that when the time was right, and if the opportunity presented itself, I would make every effort to help introduce kids to the RC hobby! Now, some 30 years later, that’s exactly what we are doing here at the Rend Lake RC Club in southern Illinois!

In our club’s May blog post, we announced that Rend Lake College and its president, Terry Wilkerson, had given the club great news in October 2016 that a new RC flying field would be constructed on the east side of campus! This led to a great new working relationship with the college.

During this meeting, the topic of how the college does summer camps for kids every year came up and Terry asked if we could make an RC camp happen. Just like that, the opportunity presented itself!

With it settled that the club would do a camp, the real work began. Lots of reading on AMA’s website led to calling AMA District VI Vice President Randy Cameron. From that conversation, an AMA Take off And Grow (TAG) grant was pursued. It was written for two Apprentice S airplanes and two buddy-box setups that would be used for the club’s open houses and, of course, RC kids’ camps.

In late March, the club received the news that it had been awarded $500 through a TAG grant to cover radios and a couple of spare batteries. Because it wasn’t enough to also cover getting the Apprentices, Randy stopped in Mount Vernon, Illinois, to personally present the Rend Lake RC Club with two Apprentice airplanes—filling the needs for the camp and open houses.

AMA also sent a box of goodies to go to the camp. In it were balsa rubber band-powered Sky Streaks, foam plate gliders, Model Aviation magazines, and much more!

RC Kids Camp took place June 5-8, 2017. What an exciting four days! Here is a breakdown of what we did for the first RC Kids Camp:

Day 1: All materials were gathered to build a Flite Test Sparrow glider. With nine kids in the camp, this took a little more than two hours to complete. During the build, we also explained control surfaces and the effects of their movements.

When the gliders were complete, we had a lesson on center of gravity (CG) and balancing. That left just enough time to go outside and practice throwing the gliders and adjusting elevators and the CG.

Day 2: We picked up where we left off and finished adjusting the gliders. With that complete, we started building balsa Sky Streak rubber band-powered airplanes from AMA. Kids assembled their models and the club members assisted them by adding the dihedral to the wings and using CA to secure them in place. With the gliders and Sky Streaks complete, we headed off to an indoor sports complex for distance and longest flight contests.

Day 3: Today we started on RC. The kids were split into two groups. One group went to the indoor sports complex where they were taught how to fly a Blade Inductrix quadcopter—first by sight, then by monitor, and finally by flying with goggles.

The other group stayed at the flying field, where they received a lesson about control surfaces and stick movements on the radio. After that was complete, we began flying the club’s trainers using buddy-box systems. Campers were given control on straight passes to learn how to fly level. Their second time up was working on coordinated turns, and their last time in the air was flying a complete circuit.

Day 4: Nothing but lots of flying! We tried to get every kid as many flights as possible in the three-hour camp timeframe. Before the youngsters were picked up, each received a “First RC Flight Certificate.”

The club’s first RC Kids Camp was a huge success and we look forward to next year. The key to it all was the members who volunteered their time to help! Without them, this camp would be hard to pull off! So, a big thank-you to the following Rend Lake RC Club members: Dave Black, Bob Trober, Phil Bean, Cliff Christensen, and Al Jones.

To see all of the pictures taken during the week of RC Kids Camp, visit www.rendlakercclub.com/kids-camp-2017.

—John Griffen

Written by Aaron Balwich
Maintenance and running tips to keep your two-stroke engine happy
Technical
As seen in the August 2017 issue of Model Aviation.

Engine Speak

There is some basic engine terminology you should know to better understand and properly run your model engine. Here’s a list of common terms.

The engine case is the main body of the engine.

The head is the part on top of the engine, which is usually bolted in place with four to six bolts. In its center is a threaded hole where the glow plug is installed.

The sleeve is the inside cylinder lining that houses and guides the piston. It is a separate piece from the engine case and has openings or ports cut into its side.

Ports are channels or openings inside the engine case that transfer the fuel and air mixture from the crankcase to the combustion chamber. The ports are opened and closed by the upward and downward motion of the piston.

ABC refers to the materials used in the engine. An ABC engine is one with an aluminum (A) piston, fitted inside a brass (B) sleeve, that’s been chrome (C) plated. Most higher-quality engines have ABC construction.

The connecting rod is the part that attaches the piston to the crankshaft. The connecting rod has bushing at either end and is connected to the piston with a wrist pin and to the crankcase with a crankpin.

The Basics

Model airplanes powered by two-stroke or four-stroke glow engines have a long history in our RC hobby. Chances are, when you first started flying that you were introduced to the hobby with an electric-powered airplane. Whether it was kit-built or an ARF, all you needed to do was charge the battery pack and go. Taking a new step into RC airplanes with engines bolted into their noses is an exciting proposition. Let’s take a look at what’s involved.

Two-stroke engines are the most popular type of engines used in the hobby. They have a good power-to-weight ratio, are fairly inexpensive, and have relatively few moving parts. Maintenance is simple and with a proper break-in, a two-stroke engine will last many years.

The O.S. Max AX line of engines is excellent and they come in several sizes.

Two-stroke engines range in size from .010 cubic inch (cu. in.) displacement to 3 cu. in. and even larger. For the most part, the average engine size is .25 to .40 cu. in. displacement. For more advanced, higher-performance airplanes, .60 to .72 cu. in. two-stroke engines, and four-stroke engines in the .90 to 1.50 cu. in. range are popular.

All model airplanes have a recommended engine size range, but most perform best when you choose the upper engine size that is recommended. There’s nothing worse than an underpowered model, especially when you are trying to learn how to fly.

Engine Breakdown

The engine case is usually made up of three parts: the front housing, the crankcase itself, and the backplate. Some engines have a two-piece case design, but internally, all engines are the same.

The crankshaft is supported within the front housing with a ball bearing or bushings and has a threaded front end. A propeller nut and a propeller washer hold the propeller securely against the thrust washer at the front of the engine.

At its rear, the crankshaft has a counter weight and a crankpin that engages the bottom end of the connecting rod. The connecting rod attaches to the piston with a wrist pin. The piston fits within the engine’s sleeve, which fits into, and is supported by, the engine case. The head sits on top of the cylinder and sleeve and the space between the top of the piston and the bottom of the head is the combustion chamber.

Basic Two-Stroke Operation

As the name implies, a two-stroke engine completes two revolutions for every power cycle. As the piston moves up it compresses a fresh charge of fuel. The fuel and air mixture heats and is combusted by the glow plug. The upward motion of the piston creates negative pressure within the crankcase below the piston and draws air and fuel from the carburetor through the intake valve.

The combustion of the fuel mixture forces the piston down in the combustion cycle, which now compresses the fresh charge of fuel. As the piston travels down and the hollow crankshaft rotates, the intake valve is closed and the intake ports are opened.

The compressed fuel charge passes through the ports and is directed into the combustion chamber. This happens just as the spent fuel charge exits the combustion chamber through the exhaust port. As the piston starts moving up again, it closes the exhaust port, opens the intake valve, and the process repeats.

Four-Stroke Engines

Four-stroke engines are also extremely popular, mostly because of their wider power band, but also because of their great sound while running. Four-stroke engines are more expensive and more complicated than two-stroke engines and require more maintenance. Instead of having intake and exhaust ports, a four-stroke engine has intake and exhaust valves, as does the engine in your family car.

A four-stroke engine, although slightly more complicated and with more internal parts, produces a great sound while running and provides excellent torque for turning larger propellers.

There’s a cam assembly driven by the crankshaft as well as lifter rods, tappets, and valve springs. Adjusted properly, four-stroke engines produce a good amount of power, but they produce their peak power at lower rpm than a two-stroke engine of the same displacement. In comparison, a .90-size four-stroke engine produces roughly the same power as a .60-size two-stroke engine.

Start-Up and Break-In

When you have a new, out-of-the-box engine, it needs special handling before you can run it at full throttle. Don’t just bolt your two-stroke engine to your airplane and go out to the flying field. Some airplane manufacturers suggest it is okay to do this, but it’s better to play it safe the first time out and break in your engine at home where you have tools and supplies handy.

To be specific, breaking in an engine is the gradual fitting together of the engine’s internal parts by making short, well-lubricated engine runs.

First, get a new glow plug and make sure it is properly installed. Next, fill the fuel tank with two-stroke fuel that has approximately 5% nitro and 18% to 20% oil. Attach the fuel line to the needle-valve assembly and make sure that the line is not kinked or resting against the engine case because it will heat up as the engine runs.

When attaching the fuel line and vent line from the fuel tank, make sure that they are not kinked or resting against the engine.

Attach the recommended size propeller and install the propeller washer and propeller nut. Snug the propeller nut down and tighten it roughly 1/4 turn. Open the needle valve at least four full turns and fully open the throttle sleeve. Place your thumb over the intake venturi and flip the propeller counterclockwise several times. You will see fuel start to move into the fuel line and flow into the carburetor.

After you have fuel to the carburetor, close the throttle sleeve to approximately 1/4 power and hook up your glow plug drive battery. For safety, I recommend either flipping the propeller over with a chicken stick or using an electric starter until the engine catches and starts to run.

Slowly open the throttle all the way and let the engine run for roughly 10 minutes with a very rich, low-power needle-valve setting. Then stop the engine and let it cool. Repeat this process several times and gradually lean out the engine by a couple of clicks of the needle valve each time.

Don’t let the engine run at high rpm (lean setting) until you have run at least four or five tanks of fuel through it. When you break in the engine, you are trying to gradually wear all of its parts so that they match one another. It is the piston and sleeve fit that we’re most concerned about.

Some engines can be broken in more quickly than others, but all of them must go through the break-in process to operate properly. If you try to run your engine without breaking it in first, it will run hot because of excess friction and localized heat caused by the metal contact points. This will eventually damage it.

You will know your engine is properly broken in when it runs consistently without overheating and it has a good transition from idle to full throttle. It is always better to operate your engine a few clicks on the rich side than a few clicks on the lean side.

The Low-End Setting

Some engines have a single needle valve and a small bleed hole, which is used for the low-end or idle-mixture setting, while others have two needles (one large one for the main and a smaller one for idle). It is during the break-in process that you will also learn how to adjust the low-end mixture setting.

The low-end needle valve is adjusted by turning the small setscrew shown in the center of the throttle arm.

Start with the setting that comes with the engine. It will usually be close to the correct setting. When you bring the engine to an idle and the engine dies, this means the setting is too lean. You must increase the amount of fuel drawn into the carburetor at idle. If the engine settles into an idle, but then burbles or dies when the throttle is opened again, the lower-end mixture setting is too rich and the amount of fuel entering the carburetor at idle must be decreased.

With a twin needle-valve design, you adjust the amount of fuel entering the carburetor with the idle needle valve. With an air-bleed design, you adjust the amount of air entering the carburetor during idle.

A typical carburetor has two needle valves to adjust the fuel/air mixture. The high-end needle assembly is shown here.

Both types of carburetors work well, but most high-powered engines rely on the twin needle-valve carburetor for mixture adjustment. It is important that your engine has a good, reliable idle before you commit your model airplane to flight.

Care and Maintenance

Proper engine care from the start will ensure that you get maximum power and longevity, so start caring for your engine the day you bring it home. Most engines come with tools such as Allen or hex wrenches to tighten and loosen the screws that hold the engine together. Keep these in a safe place and if you lose them, be sure to replace them with the correct sizes.

Glow engines need to be installed on your airplane with a strong, rugged mounting system. Your propeller should be the recommended size and properly balanced. Notice the wire extension added to the main needle valve to keep fingers clear of the propeller.

Start by removing the engine’s backplate and checking inside the crankcase for metal shavings or other foreign material. Remove the head and check the combustion chamber for the same. Squirt some 3-in-One Multi-Purpose Oil into the engine and turn the engine over. Lubricate the bearings as well as the connecting rod bushings. Check to make sure the ports in the sleeve match the ports cast or machined into the engine case.

Now reassemble the engine and tighten the screws in a crisscrossing pattern. Do not use threadlocker compound on the engine case or head screws. It is not required and will make future maintenance difficult. You could strip the threads out of the holes.

Never force anything that won’t go on or move easily. The engine is made mostly of aluminum and it is easy to damage threads. Always use the proper size wrench to tighten the propeller nut; never use vice grips or pliers. A 6-inch adjustable wrench is a good tool to keep in your field box.

After the last flight of the day, drain the fuel from the tank and run the engine dry. Squirt some after-run oil into the carburetor to coat the inside surfaces of the engine to prevent corrosion. Alcohol-based fuels attract moisture and unprotected engine surfaces will corrode—especially the ball bearings. Oil is inexpensive insurance for a long engine life.

Proper Balance

Perhaps the most important thing to do before you run your engine and install it in your airplane is to use properly balanced propellers. Good-quality propellers, for the most part, come out of the package well balanced, but to make sure your propeller is balanced, use a propeller balancer such as the one from Du-Bro Products.

Using an unbalanced propeller increases vibration. This is bad for your airplane’s structure and engine because it puts undue stress on its parts. Vibration can cause hardware to come loose and even cause control surface hinges to wear out and break during flight. Do yourself a favor and be a stickler for smooth-running, properly balanced propellers.

A Du-Bro propeller balancer is an excellent tool to add to your workshop. This precision tool allows you to fine-tune any propeller’s balance.

So, that’s it. At first it may seem as though this is a lot of effort, but it is all part of properly running and taking care of your two-stroke model airplane engine.

A good piece of advice is to find an modeler who has experience running glow engines and have him or her help you get started. The task will be easier and more fun. With proper care and feeding, you can expect your glow engine to last a lifetime.

—Aaron Balwich
aaron.balwich@gmail.com

Sources:

Du-Bro Products
(800) 848-9411
www.dubro.com

3-in-One Multi-Purpose Oil
(888) 324-7596
www.3inone.com