By JShumate in Model Airplane NewsOne way to make scale RC airplanes look more realistic is to hide any and all of the switches and other RC-related hardware so that they aren’t visible from the outside. Hatches and flush fitting hatch covers are the answer. This how to article takes you step by step through the process of making a hinged, flush fitting and professional looking entryway for your model’s internal radio gear.
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By JShumate in Model Airplane NewsFinally, after seven years of building and planning this awesome giant scale WW2 German bomber took flight on October 6, 2018! Actually, one of three RC models being built at the same modeler’s club, this 1/4-scale Junkers Ju 188 was built and is owned by Franz Obenauf.
The Ju 188 has an 18 foot span, weighs 187 pounds and is powered by two Moki 250cc 5-cylinder radial gas engines. The paint job and weathering has been expertly done by Klaus Herold.
Video courtesy of RC Scale Airplanes
Fuselage Length: 12½ ft.
Height at canopy: 40.1 in.
Landing Gear with Tires: 13.7 lbs.
Retract System: Festo air cylinders 35mm diameter (1.8 in.
Wheel Diameter 11.4 in.
Propellers 30.7 in., 3-blade Ramoser
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By JShumate in Model Airplane NewsOften, RC modelers find that their servo output arms are coming loose during flight and for various reasons, this is not a good thing. Actually, servo arms coming loose is a symptom of something else that’s troubling your giant scale airplane and that’s Vibration. The majority of vibration comes from the engine and it affects other parts of your airframe.
Here are a few tips to minimize the affects of engine vibration.
First, make sure your engine is properly bolted in place and that the engine mounts (and its standoffs if used,) are secure. Always use quality hardware and install wide flat washers under the nuts to spread out the load and help prevent the nuts from crushing into the firewall.
Second, always run a properly balanced propeller. Whether you use a composite or wood prop, throw it on a balancer and make it doesn’t have a heavy blade. Use a quality balancer like the one from Du-Bro that has precision bearings and an adjustable base.
Third, make sure your tail surfaces are properly installed and hinged and the linkage is free of slop. Sometimes a cheap CA style hinge will break and go unnoticed, so check these before each flight to be safe.
I like to install jam nuts on the threaded ends of the pushrods to lock the clevises securely in place. It doesn’t take much to eliminate play in your linkages.
And, fourth of course, make sure your servos are properly installed.
Always use the rubber mounting grommets and be sure to install the brass inserts from the underside. This prevents the servo mounting screws from crushing the grommets. With most of my big planes, I like to install a removable servo tray made from a sheet of lite-ply. This makes inspection and maintenance a lot easier. I also glue additional layers of wood under the tray where the screws are inserted to stiffen the tray and to increase the amount of material the screws can thread into.
Also, before you screw your servos into place, be sure to “harden” the threaded screw holes with a drop or two of thin CA. This will greatly reduce the chances of the screws stripping out of the wood. These issues usually affect your throttle, rudder and elevator servos. Engine vibration is most concentrated in the fuselage and it seldom affects the aileron and flap servos out in the wings.
Another good tech tip for preventing the screws from backing out is to apply a very light smear of clear silicone sealant or Goop adhesive to the servo arm and the screw head. Just a little bit is all that’s needed. You don’t have to cover the entire screw.
So, whenever you encounter a recurring problem, (especially after a rough landing or a crash,) look at your airplane as a whole and do everything you can to minimize the effects of engine vibration! Fly safe!
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By JShumate in Model Airplane NewsIt is with sadness that we learned that our friend and RC hobby personality, Herschel B. Worthy, age 82, passed away on Monday, October 15, 2018 in Memphis, Tennessee. Mr. Worthy was born April 17, 1936 to parents Herschel A. and Faith Worthy. Herschel was a resident of West Memphis. He was of the Baptist faith and attended the University of Arkansas. Herschel was an Army veteran. He spent many years working in the tire industry, 23 years with Firestone Tire, Cooper Tire and as a partner in Plaza Tire. He then relocated to California where he worked 4 years with Sky-Climber.
Herschel, was however happiest serving his customers as Director of Sales and Marketing at Pacer Technology for over 30 years.
Herschel leaves behind his daughter, Linda Worthy, four grandchildren; David and Jared Webb, Katie and Shelby Worthy along with four great-grandchildren. He is preceded in death by his parents and son Michael Worthy.
We have many fond memories of seeing, and chatting with Herschel on the flightline at various RC events, and all of us here at Model Airplane News offer our sincere condolences to the Worthy family.
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By JShumate in Model Airplane NewsThe snap roll is an advanced maneuver that you’ll first encounter in the IMAC Sportsman sequence. It evolves into more difficult variations in the upper classes of competition. It is one of the most difficult maneuvers in which to consistently achieve a high score because it requires a keen sense of timing, throttle management and exit correction. In addition, every plane seems to snap differently owing to its CG location and wing placement, i.e., low wing, mid wing, or high wing.
If you want to achieve a good snap roll, practice is mandatory. The snap roll is an auto-rotation maneuver in a stalled condition. During a snap, one wing is stalled while the other is accelerated about the roll axis. This creates a sudden roll-rate acceleration that you can’t obtain by simply inputting aileron. To achieve this condition in a model, several inputs must be given, including elevator, rudder and aileron. Pilots of full-scale planes will scoff at the idea of adding aileron because it is not required when they deal with wing loading figures in the range of 35 pounds per square foot. Our models, however, typically carry a wing loading of from 20 to 40 ounces per square foot, so their flight dynamics are different from those of full-scale planes.
FLYING THE MANEUVER
The simplest snap is known as the “inside snap.” This maneuver is performed from the upright position and is induced by adding elevator, rudder and aileron. Before you try this maneuver, be prepared for your plane to rotate at least twice as fast as it does during a typical aileron roll. You probably won’t even see your plane perform the maneuver because it happens so quickly. Instead, you will barely have started your control inputs when you’ll immediately have to think about recovery.
Make sure that you have enough altitude to allow mistakes! Now take the airplane to a comfortable altitude at least 100 yards in front of you, parallel to the runway. Enter the aerobatic zone and fly to the center of the box at mid throttle (not full throttle). From level flight, perform an inside left snap by simultaneously applying up-elevator, left rudder and left aileron for 1 to 2 seconds.
Recover from the maneuver by neutralizing the sticks and immediately adding right rudder to correct your loss of heading. Maintain the mid-throttle setting throughout the maneuver.
FINESSING THE MANEUVER
There are several places where a little finesse will go a long way. Most pilots bury their sticks in the corners of their transmitters to snap their planes. This typically creates a stall in which too much energy is depleted, and recovery is very difficult. This condition is known as “snapping too deep.” Your goal is to fly through the maneuver with enough inertia to allow the airflow to re-attach to the stalled wing on demand. To accomplish this, you will need to decrease the elevator and/or rudder input until your plane just barely snaps. The only way to find this point is to practice it. When you find the perfect combination of elevator, rudder and aileron, practice it over and over until you can easily duplicate it. BY DAN WOLANSKI
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