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1E.F.-U.K.

THE MAGAZINE OF THEBRITISH ELECTRIC

FLIGHT ASSOCIATION

ELECTRIC FLIGHT U.K.

ISSUE No. 87 WINTER 2006

2 E.F.-U.K.

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3E.F.-U.K.

Electric Flight - U.K. Issue 87 - WINTER2006

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

CONTENTSBEFA Committee 2006/7 ............................ 4Chairman's Chatter ...................................... 5Current Lines .............................................. 5NEAT Fair ................................................ 6Important Information ................................ 12A Case of Misalliance? ........................ 13TLC from your TLO ................................. 14Kelling Model Flying Club Fly-in ................ 19Free Air P51D Mustang ..............................20Pilleron Mersey Fly-in ................................24Committee Meeting Minutes ....................... 27Making a magnificent Mustang .................... 33

New-2-U .................................................. 37Energy Density .........................................42BEFA Technical Workshop .........................46Members’ Letters ....................................... 49Electric Flight Calendar ............................. 50Wings and Wheels 2007 ............................ 52Indoor R/C Flying 2007 ............................ 53For Sale / Wanted ..................................... 54Wanted by the Editor ................................. 56New to Electric Flight? Start Here .............. 57BEFA Sales ............................................... 58Advertisers Index ....................................... 58

Cover Photo: The cover photo is from the article NEAT Fair by John Anderson which isfeatured on page 6 - ‘Big Yak 54 flown by Dan Landis. 98ins span 21lbs powered by 2Hacker Z50-14 in line and 2 packs of 10s Lipos’

Next Issue: The copy date for the Spring 2007 issue is 28 February 2007 with themagazine due for publication by 31 March 2007.ELECTRIC FLIGHT UK: Printed by Boughtons Printers, Norfolk

DISCLAIMERB.E.F.A. and Electric Flight U.K. wish to point out that the content, techniques and opinions expressedin this magazine are those of the individual authors and do not necessarily represent the views of eitherthe Editor of this magazine or B.E.F.A. and its committee.© All information in this magazine is copyright of the authors. Any request to use information from thismagazine is to be made to the editor (contact details overleaf).All reasonable care is taken in the preparation and compilation of the magazine, but B.E.F.A. and itscommittee cannot be held liable for any error or omission in the content of this magazine or anysubsequent damage or loss arising howsoever caused.To allow proper appreciation of the photographs used, colour copies of them will be posted on theB.E.F.A. website after publication of this magazine. If you can, check them out at www.befa.org.uk

4 E.F.-U.K.

BEFA Committee 2006/7Chairman Robert Mahoney

123 Lane End Road, High Wycombe, Bucks. HP12 4HFEmail: [email protected]

Secretary Jan BassettWebmaster 111 Plantagenet Chase, Yeovil, Somerset BA20 2PRSouth West Representative Tel. 01935 472 743

Email: [email protected] or [email protected]

Treasurer Bob SmithMembership Secretary 1 Lynwood Avenue, Tollesby, Middlesborough, Cleveland. TS5 7PDNorthern Representative Email: [email protected]

EF-UK Editor Jill Day6 Starboard Walk, Littlehampton, West Sussex, BN17 6QLEmail: [email protected]

Events Co-ordinator Terry Stuckey31 Dysart Avenue, Kingston-upon-Thames, Surrey. KT2 5QZEmail: [email protected]

Competition Secretary David Perrett10 High Lees, Sharnford, Leicester. LE10 3PWTel: 01455 272 297Email: [email protected]

Midlands Representative Roger Winsor14 Butler Gardens, Market Harborough, Leics. LE16 9LYEmail: [email protected]

Welfare Officer Dave ChinerySouthern Representative 251 Station Road, Hayes, Middx. UB3 4JD

Email: [email protected]

Indoor & Free-Flight Rep. Gordon Tarling87 Cowley Mill Road, Uxbridge, Middx. UB8 2QDEmail: [email protected]

Technical Liaison Officer Alan Bedingham17 Highcliffe Close, Wickford, Essex. SS11 8JZEmail: [email protected]

Public Relations Officer John Thompson19 Park Avenue, Liversedge, West Yorks, WF15 7EQTel. 01924 515 595Email: [email protected]

Safety Adviser David Beacor34 Chestnut Close, Brampton, Huntingdon, Cambs., PE28 4TP.

Please enclose an SAE with all correspondence to the committee.

5E.F.-U.K.

Chairman’s Chatter

Current Lines

Welcome to issue No 87 of yourassociations magazine. On your behalf Iwould like to thank all the members andclubs that helped at this year’s Fly-in andevents. Without them, these events wouldbe very difficult to run. Now this brings meto the question that I asked at this yearsTec Workshop? What do you want yourcommittee to do in 2007 and beyond re fly-ins or other events. After the TecWorkshop I received an e-mail from BrianRawnsley (printed elsewhere in the issue),thanks Brian. If you have any comments orwould like too add to his list please get incontact with me. We are still looking forplaces or clubs to hold fly-ins on ourbehalf. I have booked Middle Wallop for

the June 30th

and the 1st July,so get your2007 diariesout and bookthe date now!I would like toowish you all aMerry Christmas and good flying in theNew Year.

Keep the watts up

Robert Mahoney

Well, here we are again, the last editionof your magazine for 2006. Once againthank you to all those who havecontributed. On page 27 you will findsome general information, contributed byJan Bassett (Secretary) from the BEFACommittee Meeting, which was held on14th October 2006. We intend to do thisafter each Committee Meeting to enableeveryone to keep up to date with what ishappening within the club. TheMembers’ Letters section which featureson pages 49/50 is a chance to have yoursay and I hope that many of you will feelable to write in and air your views, ideas,concerns etc. I have the impression thatthere are some members who wouldappreciate an article (perhaps a series ofarticles), which go back to the verybasics of electric flying, for the less

experienced –any offers? Aswell, perhapsthere arethings thatyou havelearnt that youwould like toshare with others, good or perhaps notso good - but you can bet your life youare not alone… let this be yourmagazine.

Here’s wishing you all a very MerryChristmas and a Happy New Year.

Jill DayEditor

6 E.F.-U.K.

NEAT Fair15/16/17 September 2006

by John Anderson

Everett Rubendunst with Boeing XL 15

This is the 7th year that the NEAT Fair hasbeen held at Pleasant Valley Campsite onthe western edge of the Catskills, New YorkState. The area, which is situated in avalley between hills of 200 feet or so, issplit into one third for trade and spectatorsand two thirds for pilots and flying. Mostof the flying is by enthusiasts who bringalong a wide variety of models. Each dayabout an hour is set aside fordemonstrations by pilots with superbmodels they have designed and built, aswell as large high powered models. Afterdark, the sky is lit up with the night flyingmodels of all sizes with what appears to bemore lights than Blackpool can boast in theautumn …but more of this later. Indoorflying was enjoyed at a local school each

evening but unfortunately I did not get tosee it this year.Rain had been falling the day before theshow and it was still raining on my arrivalin mid morning of the 15th. Several heavyshowers passed through before the cloudslifted and by early afternoon bright sunnyweather ensued. It remained warm andsunny for the rest of the weekend withcalm air providing the park flyers with idealconditions.

There is the usual traders’ row catering forboth modelling needs as well asgastronomic. I found the food substantial,tasty and inexpensive and was availablefrom early morning until late evening for

7E.F.-U.K.ME 262 of Kevin Morse from Corning NY. 78ins span weight 14lbs

the many that come to the show and camp.Among the traders there were severalinternationally known names. NortheastSailplanes had their ‘bargain’ stall as wellas the regular retail counter. With the $/£being attractive at present I was temptedbut did not succumb as transporting backhome may have been difficult with airrestrictions in force at the time. AgainHobby Lobby was absent due to theirconcern that the NY State tax collectorsmay seek to impose sales tax on their localsales. They did send a number of goodiesto feature in the daily raffle and pilots’prizes. The other retailers were happy tosell at face value including Radical, AstroFlight, FMA and many others.

ModelsSeveral models deserve special mentionand photos of most accompany this article.A Westland Welkin designed and built by

Mark Thomson was awarded the best scaleaward and I managed to take a photo as itwas lined up for take off. With a span of96ins and weighing 13lbs it is a substantialmodel. Powered by two Hyperion 40motors, each receiving current from 10SLiPos. Everett Rubendunst never fails toastonish me for a young man of 80 years. Acouple of years ago he kit bashed aMultiplex Cargo into a very recognisablePrivateer PB4Y (Navy version of theLiberator). This year he researched aBoeing entry for a US government contractfor a light observation/communicationaircraft in the run up WW2. Designatedthe XL 15 his model has a span of 44insand is powered by a Phasor 15/4 with 9x6prop and 3S LiPo. Weight is 38oz. By theway, the winner of the governmentcontract was Cessna with the Bird Dog!The ME 262 of Kevin Morse is stunning. Itspans 78ins and weighs 14lbs. It gets itsurge from two Schubuler 90mm fans

8 E.F.-U.K.

Ed Brimo with Hellcat scaled up from oldGuillows rubber model plan. Originally

powered by AXI 2826 but as nose weight wasneeded this was changed for AXI 4120/14.

Now weighs almost 6lbs with a span of 49.5insgiving a wing loading of 32oz/sqft. Flies off

5s2p 5000 Mah for 10 mins

powered by Hacker B50 13XL motors andThunder Power 9S4P LiPos. It lookedmajestic in the air and flew in a scalemanner.

Keith Shaw brought his Buggatti P100Racer again and a little more backgroundto the original aircraft was passed on. Itwas designed in the 1930s to attack theworld speed record and had severalrevolutionary features. It was powered‘ bytwo V12 Buggatti engines mounted eitherside of the cockpit and drivingcontra rotating props. The designerwas French and it was constructedin France. At the outbreak of WW2the plane was secreted awaysomewhere in France to conceal itfrom the Germans. The technologyemployed would have been of greatuse to the Luftwaffe. After the war acar builder and restorer inConnecticut brought it to the USAand removed the engines. Theairframe emerged a few years agoand is now restored and housed inthe Smithsonian. Keith’s modelfaithfully reproduces the contrarotating props using two Astro 05sthrough his own design gearbox.His new model this year is a RenoRacer named Czeck Mate. Built to1/6 scale it weighs 10lbs and spans62ins. The power is the prototypeAstro Monster motor with 10s LiPo.It made several speed runs and onone was clocked at 157mph.

Night FlyingThis is a completely new area ofmodel flying to me. The giant modelof Ric Vaughn dominates the sky with

its hundreds of LEDs illuminating themodel from inside through transparentcovering. When talking to Ric in hismobile hangar and workshop I saw a stackof NiCads on charge and asked if theywere the flight batteries. I was told thatthey were for the lighting and a muchsmaller pack was for the motor power. Themodel is freelance and spans over 12ft.There were several other illuminatedmodels during this first session but this

9E.F.-U.K.

This Mr Mulligan belongs to Brian Allen.Is 50ins span and 32oz.

Powered by MP Jet 25-35/20 with 4-1 gearbox

was only a warm up for what was to follow.The second session of night flyinginvolved a light hearted competition. Threecar headlamps were set in line about 30ftapart with beams pointing vertically. Theaim of the competition was to fly a figureeight around the beams crossing at thepoint of the centre beam. Additionallythere were 50 or 60 helium filled balloonswith LEDs tethered so that they floated 10to 20 above ground and during the flyingof the figure 8each competitor shouldburst one. I hope you have in your mindseye the course because the real fun startswhen five models, suitably illuminated, arelaunched simultaneously to fly the figure 8course for four minutes,undertaking 10 laps and burstingone balloon. Surprisingly, there wasvirtually no carnage although re-launching was frequent due to, Iimagine, disorientation. There werehoots of laughter from the pilotsand the spectators from launch tolanding. Clearly this was not thefirst time most of the pilots hadtaken part in such flying and wasjust as engaging for the spectatorsas the pilots. Needless to tell youthat photography of the action isimpossible.

Wind upSoon after the lunch time flyingsession and the distribution of theremaining prizes on the Sunday, theteam of helpers commenced the taskof returning the site to normal. TomHunt along with a gang from SEFLIand other volunteers had sacrificedtheir weekend to keep this wellorganised show ticking along. Thereis a lot of preparation required to have

the site set up before the traders and pilotsarrive. The registration of over 250 pilots,mostly on the first day, needs an efficientsystem and from my experience the waitingtime is nil. As can be seen from some of thephotos the hillside is wooded and not veryfar away but I can only recall two modelsbeing caught in the trees.

As I drove back home in glorious sunshinewith my models still intact I reflected onwhat a super weekend I had enjoyed. Welldone Tom and your helpers.

10 E.F.-U.K.

The scale award winner Westland Welkin from Mark Thomson

Big Yak 54 flown by Dan Landis. 98ins span 21lbs

11E.F.-U.K.

Beautiful big model of Handley 98ins span and 10.5lbs.

Has 4 AXIs 2808/24 with two packs of 3S Lipos

Modelling at its finest. This Wright Flyer from Bill Harden is an accurate copy ofthe original. Has wing warping, a box rudder and chain drive to the two scale

props from Rocket 400 with 2-1 gearbox. Span 56ins

12 E.F.-U.K.

The hard working show organiser, TomHunt, keeping the spectators informed

during the lunchtime show

(See front page and centre

pages for further photos)

John Anderson

IMPORTANT CORRECTION FOR ISSUE No. 86 Autum, 2006

At the bottom of page 31, ‘5deg. hub’ should be ‘-5deg.hub’ (i.e. minus 5deg.) and this is important as a -5deg. hub would have

a completely different effect to a +5deg. hub.

With apologies for any confusion ED.

13E.F.-U.K.

In July 2003, I bought an Antoinette kitfrom SIG in the USA and fitted it with aMicrotex 20/5/18 outrunner with a ModelMotors speed controller. The pretty motorlooked like the flywheel on the engine andworked beautifully driving an 8 x 4.5 propon 3 LiPo cells.

I was so pleased with this set-up thatwhen in February this year I completed aDemoiselle from the same stable I also tookthe trouble to buy another Microtex 20/5/18. However, this time the supplier wasselling Castle 10 SCs, so as I already had 4of them I unhesitatingly bought another.

Now the Demoiselle is VERY, VERY lightand cannot cope with wind of more thanabout 5mph. Also, all balsa, the structure isfragile, so being bounced by a gust resultsin breakages almost every time. Sincecompletion in February this year I havelogged only 14 days when I was able toattempt flying the model and as I haveaccess and the free time to fly 4 days eachweek - that’s how windy this year hasbeen. To start with I had a great deal oftrouble getting a flight at all as the motorwould not run consistently - suddenlystopping or not going up to power. Mosttimes there would be a sudden power shutoff and the model landed heavily andbroke something. Repairs were easy - cyno- but then there would be a 2 - 4 week waitfor another flying opportunity.

A Case of Misalliance?Incompatibility of an Outrunner and SC

by Malcolm MackendrickI changed receivers - no effect - sent awaythe SC to Castle and used a soldered on Cand K motor with SC - no problems anymore. I tried the Microtex with anotherCastle 10 and had problems again - thistime I decided the motor must be faultyand got that swapped.

During September at considerable expenseI completely re- built the Demoiselle usingWes Tech carbon tubes. This cost over£100 but the strength is about 10 timesthat of balsa and NO increase in weight.

Confident in the fact that I had areplacement motor and a new Castle 10 SC,courtesy of Castle, I installed everythinghappily - last Sunday, 4 weeks aftercompletion the weather was calm enoughto try it out. HORROR, the same faultyrunning.

At home I swapped motors for a C and K -beautiful. I then unsoldered the otherMicrotex from the Antoinette and installedthe “faulty” one - NO problem it worksbeautifully.

It appears that the Castle 10 does not likethat particular Microtex.

Can anyone out there please explain thetechnical reason for the fault?

Malcolm Mackendrick

14 E.F.-U.K.

Pernickety? Stubborn? Tight-fisted? Youchoose.What has this got to do with electricflight? Well, my Vermont Belle wasglitching occasionally and none of myother models were. You may remember thissaga from a previous issue of EFUK andthe story of the mobile telephone maststhat are in line with each other across ourfield that seemed to be the main cause.But, then again, was it? None of my other‘planes were affected anywhere near asmuch, it had to be something specific tothe Vermont Belle. I’d found by experimentthat the problem was reduced, but notsolved, by fitting a vertical antenna.

TLC from your TLOby Alan Bedingham

Once, a long time ago, when I was a kid,my mother came home from work to findme with our alarm clock in bits on thekitchen table. You see, it had an erratic tickthat drove me up the wall and I just had tofind out what caused it. Give her her due,she didn’t thump me, just asked how longit would take to put back together. Verygood of her really, we weren’t exactlyrolling in money and a new alarm clockwould have put a dent in herhousekeeping. I found the problem, put itback together and everyone was happy.What this story illustrates is one of myweaknesses – I hate things that don’t workquite as they should, and rather thanthrow them away and get another one, I’lldig inside and try to figure out why.

Vermont Belle

15E.F.-U.K.Axi armature

Not knowing what was causing theproblem was beginning to get on my wick,so I started changing things to see if Icould isolate it. I changed the receiver,nope. Flew on a different frequency, nope.Changed the speed controller, nope.Changed the battery, nope. Even changedthe servos! Getting desperate, Idiscovered that some of the 3.5mm socketswere slightly oversize by 0.06mm so Ichanged them in case they were makingpoor contact. Nothing I tried seemed tomake the slightest difference.

All that was left was the motor, an AXI2820/10. It’s a very good motor and itwasn’t making funny noises, so there wasno reason to suspect it, but then, I’d

changed everything else hadn’t I? I’mreminded of a Sherlock Holmes quotealong the lines of ‘If you’ve eliminated allthe probable causes, all you’re left with isthe improbable ones’. I didn’t haveanother motor I could put in its place, so Ipulled it apart to have a look inside. Therewere some bright marks on the armaturethat looked as if something was rubbing.Maybe it was a loose magnet? No, theywere all firmly glued in place.Perhaps I’d bent the magnet housing whenI wrote off the first Vermont Belle? Thecrash was nothing to do with the glitches,it was pure pilot error. I got confusedcoming out of an inverted reverse Cubanand pushed instead of pulled at about tenfeet. Being me, I couldn’t crash it in therelative privacy of our club field. Oh no, it

16 E.F.-U.K.

Axi housing runout

had to be in front of a crowd of other pilotsat Cranford. (I’m sure I heard someonemutter ‘pillock error’) The ‘plane was awrite off, everything else seemed to havesurvived OK, apart from one servo withstripped gears.I put the housing in the lathe, holding it bythe shaft in the three jaw chuck, andchecked the runout with a dial indicator. Itwas 0.005in. (0.127mm), not enough tocause a problem as the gap between themagnets and the wound armaturesegments was 0.5mm (0.020in.).

Sorry about the mixed units, I tend to usewhatever is convenient at the time. Thelathe is a Drummond flat bed, made around1910, so it’s in English units, and one of

the few things I possess that’s even olderthan me. The dial indicator I boughtsecond-hand when I was an engineeringapprentice, so that’s in English units aswell. The one tool that I couldn’t dowithout is a digital calliper that can read inboth, although I tend use it in metric modebecause most things these days are madeto metric standards.

The bright marks on the armature were abit of a puzzle, so I set the armature up inthe lathe and checked it for runout andtaper, nothing to worry about. Carefulexamination of the bright marks with a lupesuggested that they were tooling marksmade as it was trued up duringmanufacture.

17E.F.-U.K.

Photo: Keith Day

Axi armature check

Ah well, put it all back together and carryon flying (and glitching).

Some time later, I had need of a newoutrunner for another project and the one Ibought would just about work in theVermont Belle, albeit swinging a dirty great14x10 propeller instead of the 12x6.Nothing ventured, nothing gained, I nailedit in and flew it. You guessed it, sameglitches as before. By now, I’d changedeverything but the ‘plane and was gettingpretty frustrated.

Then, one day, I got a bit clumsy andmanaged to bend the steerable tail wheellinkage. It never worked properly after

that, so I ripped it out and replaced it witha fixed plastic skid.

The glitches had gone!It sounds incredible, but it’s true, thatteeny bit of piano wire in its brass tubehad been rattling around causing our oldbugbear, metal-to-metal noise! The verticalantenna must have reduced the glitchesbecause it was well away from the tail ofthe ‘plane.

I’d occasionally run into this problemwhen I flew oily fans, as you’d expect withthat horrible oily lump making everythingblur with the vibration it would set up. I

Photo: Keith Day

18 E.F.-U.K.

Tail wheel

had assumed that the vibration in anelectric model was so low that it couldn’thappen. How wrong can you be?

So that’s one more to add to the list ofthings to check for if you get glitches, andone happy bunny who’s finally sorted outa problem that’s been driving him nuts formonths.

Oh, by the way, our alarm clock iselectronic and doesn’t tick. ‘Er indoorssussed me out a long time ago!

Don’t let the smoke out!

Alan Bedingham

19E.F.-U.K.

The Kelling Model Flying Club held anopen electric fly-in at their Muckleburghsite on the weekend 23/24 September. Theweather on both days were flyable butwould have been more enjoyable if thewind had been a little lighter.

The Kelling Club enjoys the use of the fullsize light aircraft airfield, which adjoins theMuckleburgh collection museum, atWeybourne in North Norfolk. The airfieldhas two well mown grass runways, anextensive pit area and ample car parking.There is also a caravan parking area forthose who wish to stay overnight. Theairfield was closed by NOTAM to full sizetraffic for the two days to avoidconfliction. On a day to day basis, whenthe airfield is shared with full size, an air-horn warning system is used to warnmodel fliers of the approach of full sizetraffic.

A wide variety of models were flown, themost memorable being John Ransom’sspectacular Beaufighter complete withsound system (photo p27). The largeairfield area and absence of obstacles gaveJohn the opportunity to demonstrate thealmost uncanny realism of his model. Healso flew his ME 109 which was also fittedwith sound.

Kelling Model Flying ClubFly-inby Jim Giblen

A dogfight between an FW 190, flown byLeon Coles and an F86, flown by Nick Kirkended with structural failure of the FW 190but Nick claimed it as a gun kill!

Belair Model supplies brought a selectionof their extensive stock and flew most ofthem!

A very enjoyable weekend was had by all.This was the first open event staged bythe Kelling club but we hope to make it anannual affair. Visitors who were not familiarwith the airfield were somewhat stunnedby the flying site which is as good, if notbetter, than any in the country.

Hope to see you all here next year, look forthe notices in the magazines or take a lookat the club website atwww.kellingfliers.co.uk

Jim Giblen

20 E.F.-U.K.

As I browsed along the trade stands atMiddle Wallop this year, my gaze fell uponthe little P51D Mustang Street Fighter,from Free Air. The nice man at MCBrecommended a suitable 150Watt bell typemotor and Hyperion Titan 10 ESC, as theperfect accompaniment.The Street Fighter’s are a range of simple 3channel (Elevator, Aileron & ESC)expanded polypropylene EPP profile funmodels, based loosely around a selectionof WW2 war birds. They are suitable aseither park flyers or Combat fighters.Consequently, cash changed hands and

Free Air P51D Mustangby Roy Thompson

home I came, pleased as punch with mynew little toy.Forget the box lets get at the model!The model itself comes in 4 main pieces. Aprofile fuselage, the fin and rudder,horizontal stabiliser, and a complete mainwing assembly. All the EPP foam parts arenicely cut and painted and the elevatorsand ailerons are ready-hinged. A bag ofbits contains the control horns controlrods and all the parts for theundercarriage. Their is a simple set ofblack and white instructions, whichconsist of half a page of text and two sidesof a computer drawn assembly storey

21E.F.-U.K.

board. Finally, a set of stick on decalscompletes the contents.So like a good little model maker I satmyself down to read the instructions. Thefirst item of which says please read thebuilding instruction carefully before youbegin! It also states that due to it’s wellengineered design it will only take about60 minutes to assemble …sound’s great tome.

The following line then goes on to say “Itwould survive unharmed many crashesand mid-air collisions in the air combatwith other models.” That also soundedgood even if the English is a little suspect.

P51D Electrics

AssembleWell, assemble about sums it up, that isapart from the trimming up of the controlsurfaces for free movement and fitting thecontrol horns. Therefore, having glued thetail parts and wing to the fuselage withmedium cyno, you effectively have amodel ready for the fitting of the motor andradio.

I had decided early on not to fit theundercarriage to my model, I feel that amodel of this size looks better in the airwithout them and as I intended to fly offgrass all of the time there was very littlepoint. There is a down side however withthe vulnerability of the aileron servo butmore on this later.

22 E.F.-U.K.

P51D Electrics

So I dispensed with the very nicely madeset of little wire legs and wheels (They mayfind there way into an indoor model oneday).

ElectricsFollowing the picture story instructions,holes were cut in the EPP for the servos,radio, ESC and motor mount. Theassociated parts were then fitted and heldwith Cyno.Then I came across the only minor problemwith the instructions. They show the flight

battery fitted through the bottom of thewings, however once the aileron servo isfitted I had insufficient room for anythingelse. Therefore, I cut a slot above the wingfor my flight packs, problem solved.

On the subject of changes to the plan, theaileron servo is fitted under the wing andis very vulnerable to landing damage andmore so without the landing gear. To getround this on mine, I fitted a wire loop onthe under side to keep the servo safe, andso far this has worked fine. An alterative

23E.F.-U.K.

I’ve heard about is to fit the servo andlinks on top of the wing.

With the motor bolted into its mount andthe ECS connected that’s it ready to fly.The only other thing left to do is add thestickers and paint to taste.

The Best BitWith a fully charged 3-cell LiPo pack, holdthe model by the canopy, open the tap,and cast the model off in a gentle arc.Watch the model disappear straight upthen add full aileron and do vertical rollsuntil the model is just a dot.

So there’s power a plenty, now shut thepower off and wait, the model so light ittakes an age to glide back down. With solittle weight, and a wing that seems to bevery efficient the model glides very welland can be flown incredibly slowly.However, if you want the model down fast,then keep the power on and drive it down.

On the first few flights the roll rate seemeda little pedestrian and this was down to theamount of flex in the foam ailerons. Theaddition of a carbon fibre stiffener set in tothe ailerons soon had the Mustang zippinground.

The only limitation to this modelsacrobatics is its lack of rudder. If you reallywanted to you could find room to fitanother servo and modify the tail but I’mhappy with mine just the way it is.This model is just such great fun, burningholes in the sky. It’s at its best on a calmday but it can cope with a reasonableamount of wind. I have one word ofwarning though if you do fly on a windyday, don’t fly the battery pack out! (Notthat a good LiPo user would!)You need the motor running to have anycontrol authority or you will end up with along walk down wind to retrieve yourmodel.

How do I know? Don’t ask.

Roy Thompson

24 E.F.-U.K.

The weather was beautiful for the 23rd

Pilleron Mersey flyin and it was good to seethat by lunchtime there were about thirtycars that had arrived. What with continuousflying all day and plenty of models to see noone was to go home disappointed.

As usual, Josh Speires performed someskilful stunts with his 6ft cabin job and anavy bentwing Corsair. Josh also showed mehis ‘new out’ Fockwolf 190. Also to be seenwas a large flying wing that caught thermalsfor a very long flight. Tim Hooper broughtalong his troop of scale models and both theDesoutter and Waco Bipe flew very well.Mike Payne brought his Swordfish andChipmonk and won the Scale Cup with his

ReportPilleron Mersey Fly-in 2006

by Robin Andrew

Josh Speires with his new Fockwolf 190

Mike Payne winner of theRobin Andrew scale cup

25E.F.-U.K.

twin DH Rapide. I showed my 7ft BristolBrigand (sea colours version) twin inweathered finish. There was also a Concordwhich flew very well. Gorden Tarling flew hisvery large DH Tiger Moth slowly so as tolook real. Julian Becket also brought alongseveral models which he flew regularly.

Altogether a very good day out and allthanks must go to Farmer John Lewthwaiteand helpers for running the event.

Hope to see you all again next year.

Tim Hooper’s Waco Bipe next to his Desoutter

Julian Beckett receives an award for hisflying skills

26 E.F.-U.K.(photos also p30/55) Robin Andrew

Robin Andrews 7ft Bristol Brigand and Reno Racer ‘Nemisis’

Mike Payne’s models DH Chipmonk and Swordfish

27E.F.-U.K.

Information for membersBEFA Committee Meeting at the BMFA HQ

held on 14th October 2006

1. OFFICER’S REPORTSa. Chairman – Robert Mahoney hadattended the Aspach fly-in and had lost hisTripacer due to interference from mobilephones. He also stated that a large numberof magazines had been distributed atAspach. The paperwork for the 2007Middle Wallop event had been started.b. Secretary – Jan Bassett reportedthat preparation for the TechnicalWorkshop had been started. There were acouple of issues of interest in the agendafor the forthcoming Technical Councilwhich would be discussed under any otherbusiness.c. Treasurer and MembershipSecretary(1) Bob Smith stated that a lot ofmembers had not rejoined the BEFA by thetime the 1st issue (this year) of EF-UK wasto be dispatched. Normally a reminderletter is issued to try and get some torejoin. Bob Smith had decided thatsending them a copy of the latest EF-UKwould be more effective and in excess of 20members had rejoined. This is much higherthan previously achieved with a letteralone.(2) The current membership is 244paying up members (plus 7 life members),which is about 45 lower than this time lastyear. Bob Smith stated that he considersthere is nothing we can directly do toreverse the decline as this is primarily dueto the numerous other sources oninformation now being available.(3) The funds are significantly lowerthan this time last year. It is essential thatwe are frugal with expenditure of all forms.The significant cost is the magazine, whichcannot be reduced without compromisingthe quality with the likely detrimentaleffects.

(4) Jill Day said that their other clubonly give very minimal free information onthe website. They have a members’ areafor most information, which gives anincentive to join the club. Jan Bassettagreed to look at opportunities for this forthe BEFA website.(5) To provide an additionalincentive for flyers to take up membershipit was agreed that non-members arecharged a registration fee in addition to thefield access charge at Middle Wallop 2007.Members would only have to pay the gatefee to get on the airfield. The registrationfee to be determined at a subsequentmeeting.d. Editor – Jill Day requested any“gap fillers” that the committee couldprovide as she had nothing at present.This could be articles, photographs,cartoons or other items.e. Safety Advisor(1) Dave Beavor reported that therehad been an occasion where a dog wasloose on the flight line at Middle Wallop,which is dangerous and contrary to BMFAGuidelines. Whilst on this occasion therewas no incident it could lead to anaccident.(2) A number of instances had beenobserved where people had taken mobilephones to the flight line without turningthem off. It was agreed that at futureevents the requirement for mobile phonesto be turned off beyond the control tentwas to be stressed. Jan Bassett agreed tomake some signs to fit to the BEFA signposts.f. Welfare Officer – Dave Chinerywas not present, but there were no welfare

28 E.F.-U.K.

issues at present.g. Event Co-ordinator – Terry Stuckeyassured that he had a number of speakersprepared for the Technical Workshop andthat there would be 3 presentations on theday.h. Technical Liaison Officer – AlanBedingham stated the current diversity ofmotors is causing problems in knowingwhat to recommend to members. It wasagreed that list of power train combinationbe created, at selected power bands.i. Public Relations Officer – JohnThompson could not attend the meeting,but there was nothing significant to report.j. Indoor & Free FlightRepresentative – GT could not be at themeeting, but there was nothing significantto report.k. Area Representatives – JanBassett and Roger Winsor had nothing toreport.

2. MEETING DATES FOR 2007a. The dates of 4 Mar 07 for the AGMand 4 Nov 07 for the Technical Workshopare booked with the Spa Centre.

3. BEFA LEAGUES 07a. David Perrett had reported that heconsider the BEFA leagues a non-starterfor the 2007/8 season due to the lack ofparticipants during the last few years.b. The BEFA ElectroSlot and E400competitions were originally established todevelop electric flight, an aim which theyhave achieved. It was decided that BEFAcould no longer support these nationalcompetitions in their current format.c. Alan Bedingham considered thatBEFA should be involved in competitionsto ensure that we have a say in futuredevelopment. This was agreed, however, anew set of rules were required to re-establish the principles and popularity ofcompetitions with modern equipment &models.

d. Neil Stainton had proposed thatBEFA adopt the 200 W/kg rules developedby Mike Proctor. These rules werediscussed and considerable reservationwas expressed over some aspects,particularly the testing of models forpower. Some manufacturers specificallystate a maximum battery to controller leadlength (e.g. Schulze 20 cm & Hacker 15 cm)which would be exceeded whenconnecting a Wattmeter in series. Anyequipment failures incurred due to thetesting regime would not be covered bythe manufacturer’s warranty.

4. EVENTS 07a. Robert Mahoney reported that wehad been invited, by the School of ArmyAviation, to apply for the Middle Wallop2007 event. Robert Mahoney hadsubmitted and application for the weekendof 30 Jun 07 and 1 Jul 07.b. Robert Mahoney said that therewas a possibility of arranging an F5D(Pylon Racing) demonstration on theSaturday. It was agreed that this bepursued to determine the feasibility.c. It was agreed by all that the eventsat Leamington Spa and Hayes were notviable due to the limited number of flyersthat attend. Therefore the only BEFAorganised fly-in in 2007 will be the MiddleWallop weekend.

5. NEXT MEETING – The next meetingwill be at the BMFA HQ on Saturday20 Jan 07, starting at 10am.

Jan BassettSecretary

29E.F.-U.K.

Photo: Keith Day

John Ransom’s spectacular Beaufighter complete with sound system (Article p19)

Photo: Jim Giblen

Wings & Wheels 2006 show, 2007 show now being advertised on page 48

Photo: Courtesy of Jane Stephenson

30 E.F.-U.K.

Alf Andrew’s models including his Banchee (Article see page 24 )

Bob Mosley with his 10ft flying wing (Article see page 24 )

Photo: Robin Andrew

Photo: Robin Andrew

31E.F.-U.K.

Last year Keith Shaw was rumoured to be at the air races seeking asuitable racer to model. This is the result, Czech Mate. Clocked at

over 150mph during lunchtime show

(Article see page 6)

Photo: John Anderson

Keith Shaw readies his Buggatti P100 Racer

(Article see page 6)


32 E.F.-U.K.


P51 Mustang (Article see page 33)

Tom Hunt did a review for Fly RC magazine of this Bf 109E from KMP. 74ins spanweight 13lbs power AXI 5330/24 with 3 blade 20 x 11.5 prop and 9s LiPos (Article see p6)

Photo: Brian Rawnsley

33E.F.-U.K.

As a park flying enthusiast, I haveprogressed over the last few years fromeasy subjects (a GWS Pico-Stik, then aGWS Piper Cub) and had a bash at somemore challenging types. One kit I havehad my eye on for some considerable timehas been the GWS P51 Mustang parkflyer. What has put me off trying it untilnow? Well, the main thing was the geared280 power unit that comes with the kit. Ialways imagined this would not giveenough speed and rate of climb for safeflight. Any scale World War 2 warbird, I

Making a Magnificent MustangAnother perspective

by Brian Rawnsley

reckoned, would have a high (ish) wingloading. Add to that sharply taperedwings, which I know can tend to causepremature tip-stalling at low speed andthis had the potential of being a badly-tempered aircraft if forced to be flown atlow speed all the time.

What gave me the final push was buying,at the BEFA Technical Workshop, a 2408“Bell” brushless motor (available foraround £20 with speed controller fromRobotbirds and others). This, with a 2S

34 E.F.-U.K.

receiver, I decided to jump in and go forthe retract option - but not to install theretract servo for the first few flights.

A concern on examining the kit was that,unlike the GWS Pico Stick and Cub, thewings and tailplane are made out ofpolystyrene foam, rather than Depron,which I thought would make themsomewhat more delicate and not so crash-proof. This coupled with the higher flyingand landing speed began to worry me. Ipressed on with construction and the kitwent together quite nicely. I deviated fromthe instructions a bit by installing themotor at the same time as joining thefuselage halves. This I felt, gave megreater leeway to get the motor installationnicely lined up with the engine cowl beforecommitting to glue! I also embedded thespeed controller in the front fuselage to tryand prevent the centre of gravity creeping

740mAH Kokam 20C LiPo battery packgave my Pico-Fli (modified Pico-Stik funflier) a very high speed and near verticalrate of climb. Manoeuvres were mucheasier as this ungeared unit does not actas a “brake” during diving flight. That,plus the “Bell” motor being available witha GWS compatible “stick” motor mount, asneeded for the Mustang, swung it!

So, along came the GWS P51 Mustang kit.Like the other GWS kits I have had before,the Mustang is quite a complete kit,supplied with wheels, hinges, pushrods,hatch clips, glue and most things I neededapart from engine, speed controller andradio. Intriguingly the instructions showeda retractable undercarriage option (GWSPico retractable undercarriage legs arearound £5.50 extra a pair and somewhatdifficult to find). As I had a 5 channel

35E.F.-U.K.P51 Mustang Retract Gear Mechanism

too far aft. Both engine and speedcontroller are permanently “buried” in thefuselage with no hatch access. Risky but Ifelt necessary.

Building the P51 differed from the Cubmainly in the amount of systemsinstallation- ailerons, rudder, elevator,steerable tailwheel, involving a lot ofbending and tweaking linkages. Also therewas the wing mounting and top fuselagehatch to line up and mount. I had no realproblems with the kit, except a self-inflictedone caused by painting the white foamwheel halves with non-foam-friendly mattblack paint, giving them a very“weathered” appearance when dry.

The prop I use is a GWS 8 inch diameterEP8060. Radio gear is a HITEC HFS05 MSreceiver from Phoenix Model Products, andservos a mix of GWS Pico and Tower Pro5.6 gram ones.

So came the moment of truth, when I tookthe P51 to my local park on the firstavailable calm evening. I elected a “run-off-ground” takeoff from a cricket pitch.Opening the throttle the P51 acceleratedsmartly and was in the air before I knew it.Climbing out I was continuouslycorrecting the flight path using elevatorand ailerons, as you do with such anaerobatic type. I flew a few circuits to getthe hang of it, and then tried throttling

36 E.F.-U.K.

back towards stall. Sure enough, there wasa tendency for one or other wing to “tipstall” and drop in the stall. This I thought,might give me a nasty bite if I attempted aslow, nose-up landing. I approached anddid a “wheeler” landing at high-ish speed.First flight survived! The second flightwas similar, but I landed earlier. Continuingto fly, in gathering dusk on a cloudy day,was not such a good idea, with an all-silvermodel with transfers not yet applied!

Before the next outing, on went thetransfers. Now it looks like a Mustang. Thetransfers do not stick very strongly, andtend to “lift” at the corners after a while.This is easily cured with a dab of GWSglue. I also added some nose weightaround the inside of the cowl. This wasplasticine-like putty thoughtfully providedby GWS.

The 3 flights on the next outing were spentgradually opening up the flight envelopewith a few aerobatics. The Mustang has agood rate of roll, and will do very nice axialrolls with a bit of practice, plus a “victoryroll” which looks the part. The rate of climbis quick enough to position for a 3 turnspin in about half a minute. Loops, split“S” turns, stall turns and pylon racingcircuits all became recognisable withpractice! The model has quite a turn ofspeed in a dive, perhaps a lot faster than itis designed for given the design is aimedat a geared motor. With power comesresponsibility and I am being careful not tooverstress the wings when pulling out ofdives, spins etc. Flight duration in theseaerobatic flights was around 8 minutes.Landing still needs to be quite fast, with amuch longer and wider circuit than myother park flyers. The 2 inch diameterwheels allow takeoff and landing on short

field grass, essential for me in the winterperiod when the cricket pitches are left togrow. The takeoff from grass needs full upelevator to prevent nose-over.

So, model trimmed and sorted out. Noexcuse now for not installing the retractservo! The instructions suggest hollowingout the wheel wells with a small cylindricalsanding head on a power tool. Thisworked successfully for me. Now thefiddly bit. I had no idea what strength ofservo I would need for the GWS retracts.The retracts have a very neat cammechanism, which ensures the legs “lock”up and down, so landing gear “shocks”are not back-driven through the linkage tothe servo. I had 3 sizes of servo to try,ranging from the smallest, a 5.6 gram TowerHobbies servo, up to the largest, anancient Skyleader linear servo. I tried thesmallest first and believe it or not, with 20Standard Wire Gauge linkages and a bit ofWD40 lubricant in the retract units, thisservo is strong enough to raise and lowerthe gear! After much linkage tweaking I gotthe “downlock” mechanism workingperfectly but not the “uplock”. This wassimply due to the landing gear geometry.This might mean the servo taking someload when the model is manoeuvring, but Idecided to risk it. The landing gear pianowire legs plug into the retract units and areheld by very small grubscrews. I could notget these tight enough to hold the legsfirmly in position, and eventually strippedone of the plastic threads. I had to resortto soaking the legs in Araldite andplugging them in and this seems to do thetrick.

Back to the field for another outing. Yes,the retracts work and the model looksnicely “cleaned up” during the aerobatic

37E.F.-U.K.

manoeuvres. I have had 2 outings with theretracts working and no incidents yet.

Well, does this model add a new dimensionto my park flying enjoyment? Yes, this is atotally different experience from flying thePico Stick or Cub! With the Mustang,flying is possible on more days because itdoes not mind a bit of wind. It is fast andexciting to fly and somehow adds a“frisson” knowing that each flight couldbe its last! This is because I think that,unlike for the Pico Stick or Cub, any piloterror or systems failure will most likely endup in major damage or total destruction.Maybe this is part of the “warbird”experience - I know a lot of these WorldWar 2 aircraft were made, all having a lowlife expectancy. A lot were lost in action,and many lost in accidents! Therefore, Iwould not recommend this model as atrainer. It is a challenge to fly given its

small size, high speed and sensitivity tocontrols.

What of the future? Unlike my other parkflyers, the Mustang’s ability to fly in windwould enable me to fly at club sessions ortake it to BEFA fly-ins. I think as aprecaution I might replace the receiver witha dual conversion type, adding a bit ofweight but maybe giving some peace ofmind about operating a fast, unstablemodel at some range with othertransmitters around. In conclusion, apractical full-house aerobatic, scale modelwith retracts weighing less than a pound,virtually silent and flyable in my local park.Five years ago, who would have thought itpossible? Any questions, my email [email protected]

Brian Rawnsley

New-2-UA brief round-up of new items of interest

by Bob SmithIf you are a manufacturer, importer, or retailer who has something new

you wish to bring to the attention of the readers,please send details to me at the address given on page 4

New units from LetonThese are a pair of new electric flightelectronic components produced by theTaiwanese Company RC Mart.International and sold in the UK by BRCHobbies.

The first is the Leton 8210 RC Li-batteryProtector and this unit plugs between any2, 3, or 4 cell Lithium battery and thereceiver and ESC to prevent damage to any

battery cell by over discharge. This unit isvery small and can easily be tucked into acorner of the fuselage. It auto-detects thebattery cell count and a set of LEDsindicate the battery condition as dischargeprogresses. When any cell reaches 3V theunit reduces power to the motor(irrespective of the voltage of the othercells) and will not allow any further highthrottle operation until the battery isrecharged and re-connected. If the unit istaped to the battery it will also act as a

38 E.F.-U.K.

The Leton 8010 Servo Tester andThrottle Control Unit

The Leton 8210 RC Li-battery Protector

thermal cutout if the battery temperatureexceeds 60ºC. A very useful andeconomically priced item.

The second unit is the Leton 8010 ServoTester and Throttle Control Unit. This unitis able to test servos for range andsmoothness of travel. If the servo and asuitable 4.8V supply are connected to thetester the central control knob can be usedto track the pulse output from 1.00mS to2.00mS (the value is displayed on the LEDscreen) and the servo output can beobserved to check for smooth travel andeven displacement. If a receiver is pluggedinto the unit and then a signal sent from atransmitter, the unit will display the pulsewidth output of each channel as the sticksare operated, and a servo plugged in at thesame time will follow the signal to checktracking. One of the most useful functionsof this unit is when an ESC is connectedand in this situation the unit can be usedas a manual throttle. Motor testing can becarried out (providing the usual safetyprecautions are observed) with the addedsafety of no use of an RF link and hence,no possible interference. If the ESC has aBEC supply this will operate the tester andno additional 4.8V supply is needed.

There are a number of such units availablewhich operate in this way and they are avery useful tool for bench and field powertrain testing. This particular one is neat,reliable, and economically pricedContact: BRC Hobbies, PO Box 226,Whickham, Newcastle upon Tyne,NE16 4WUTel: 0191 4401834www.brchobbies.com

Thunderpower TP1010C LithiumChargerAvailable from West London Models, thisunit from is the first one from TP to offerinteraction between charger and balancerso that it can operate as a stand-alonecharger, or, in combination with either ofthe two Thunder Power balancers, as a

The Thunderpower TP1010C Lithium Charger

39E.F.-U.K.

combined charger/balancer. It is asubstantial and robust unit some 160 x 110x 45 mm. and is fully metal cased. Thephotograph will give you an idea of thelayout of the unit, the backlit LCD display,the cooling fan, the programming buttons,and the various connections. It is also adischarger but with limited currents (2amps for 3 cells, 22 watts maximum).

The unit runs on 11 to 15 V DC supply,charging for 1 to 10 Lithium cell seriespacks (LiPo or LiIo), with 0.25 to 10 ampcharge current (210 watts maximumoutput), selectable charge termination(from 5 types), over-charge cut-off, excessimbalance cut-off, 10 programmablememory for charge parameters, andselectable charge and discharge cut-offvoltages. The four front panelprogramming buttons allow the user toeither pre-set the charge/discharge/balance parameters for a particularprocedure, or alternatively to access apreviously memorised set. Once inoperation the charger is fully automatic.

The balancing data (the state of charge/discharge of the individual cells in a pack)is available as information on the screenwhen the charger and a balancer (either aTP205 or a TP 210V) are integrated. Thereis a port to allow the upgrading of the on-board charger software (firmware?), andthe unit has excellent protection againstinadvertent mis-use. It is definitely a “top-end” charger for lithium batteries.Contact: West London Models,214 High St, Harlington, Middlesex,UB3 5DSTel: 020 8897 2326www.westlondonmodels.com

Jeti “Spin” Speed ControllersThis latest family of ESCs from Jeti isavailable through Alan Fry andImporTekniK. A new high-end brushlessspeed controller range from JETI is alwaysworth checking out, but his very latestproduct is rather more than an advancedcontroller. The range covers 11 Amps to agiant 200 Amps some including BEC. Thisis not your conventional Zener diode BEC,but a BEC via a low output resistanceswitching technology to drive up to 12servos with largest units. The 200Amp unitalso covers the Lithium range up to 14cells .In many ways it is evolved from theHacker Master range that they developedsome 9 or l0 years ago, in conjunction withthe world famous Electric Motor designer,Reiner Hacker. Whilst the controller iscomplete in itself and can be harnessed ina “plug and play” manner, its true potentialis only realized in conjunction with a new“JETI Box”. This unit will indeed be a pivotpoint item for future products. Intermediatestates of readiness can be set via the Tx ina manner familiar with many othercontrollers .It is appropriate to first runthrough some of the controllercharacteristics that can be pre-set from theBox, depending on the application:

Temperature protection 60°C to 110° C in1ºC steps, Brake strength, Motor timing 0°

A range of Jeti “Spin” SpeedControllers with the programming box

40 E.F.-U.K.

to 30° in 1° steps, Switching rate 8 or 32kHz, Start up ramp, Cell shut downabsolute voltage, Power decrease rate,Regulation control curve, Helicopter modeincluding governor, and more. But the newfeature is the Box’s extended use as an onboard data logger and as a stand-alonepulse generator. At the end of a flight/racethe unit can interrogate the controller toyield:

Maximum and Minimum voltages,Maximum and Minimum currents,Maximums and Minimum Temperatures,Motor rpm, Motor run time, Flight time,and any Relevant error messages.

The pulse generator enables servoparameters to be measured under actualload conditions together with the ability toset up a cycling routine.Contact: ImporTeknik, Alan Fry,29 Braiswick, Colchester, Essex, CO4 5AUTel: 01206 852209

Spektrum DX6 Park Flyer RC systemsThis unit is very new into the UK as the2.4GHz frequency it uses has just (08/12/06) become UK legal for model aircraft. It isa full feature RC set with Digital SpectrumModulation and supplied with an AR6000receiver and 4/S75 servos. The system isfully synthesized and the use of the pairedTx/Rx means that at switch-on the systemsearches for, selects, and locks on to aclear channel (out of 80 available on2.4GHz). This system is claimed to be veryinterference resistant and bulletproof inoperation. It boasts 3 programmable mixes,rates and expo for aileron and elevator, it isloaded with programmable heli features –including a flight mode switch and CCPMcapability – and it features memory for 10models, plus fail-safe. Both Tx and Rxbenefit from the smaller aerials associated

with the higher frequency and the wholesystem has been designed for the lighter,more agile models used in indoor/parkflying. A more detailed specification isgiven below.

Key Features of the DX6 system6 Channel Park Flyer System10 Model Memory2.4GHz DSM™ (Digital SpectrumModulation)AR6000 Receiver and 4xS75 ServosIncludedServo Channel Resolution: 1024System Features• Digital DSM™ Spread SpectrumModulation• 10-model memory• Dual rates on aileron and elevator• Exponential rates on aileron and elevator• Dual and exponential rates can becombined on one switch• Trainer system compatible withSpektrum™ and JR® radio systems.• Adjustable stick length• Throttle trim only affects idle position• Two-speed scrolling• Throttle-smart fail-safe system

The Spektrum DX6 Park Flyer RCsystems Tx

41E.F.-U.K.

• Digital trims for precise adjustment• Servo reversing• Travel adjustmentsAirplane Specific Features• Aileron to rudder mixing• Elevator-to-flap mixing• Flap-to-elevator mixing• Flaperon mixing• Delta wing mixing• Aileron differential• V-tail mixing• Three programmable mixesHelicopter Specific Features• Two 3-point throttle curves• Three 3-point pitch curves• Flight mode switch can combine throttlecurves, pitch curves, dual and expo rates,and gyro sensitivity• Throttle hold• Revolution mixing up and down• One programmable mix• Supports 120° CCPM mixing• Independent digital trim setting for eachflight modeAR6000 Receiver• DuaLink™ (pat pending) incorporatestwo receivers in one• Ultralight 7 grams• Compact design 39 x 39 x 9mm• Smart fail-safe prevents motor start up ifTx is off and gives low throttle if signal islost• Short 3.75" antennas for mountingconvenience• Easy bind plug

Stop pressThe latest news is that the DX6 will beaccompanied on release by a fully featuredfull-range aircraft version, the SpektrumDX7. The specification of this set has all ofthe attributes of the DX6 but with severalup-grades and additional features (e.g.AR7000 Rx, 20-Model memory, Airplane/Heli software, Switch assignment, P-mixes, 4/DS821 digital servos with high-tech resin gears, 3-axis dual rate & expo, 3-position flap (Airplane), 3 flight modesplus hold (Heli), Gyro programming (Heli),CCPM, 2-servo 90°, 3-servo 90°, & 3-servo120°)Contact: Sussex Model Centre,57-59 Broadwater Road, Worthing,West Sussex, BN14 8AHTel: 01903 207 525 Fax: 01903 202 933 http://sussex-model-centre.co.uk

The Spektrum AR6000 Rx

The Spektrum RC systems DX7Tx

42 E.F.-U.K.

Energy Densityby Bob Smith

This is a term which is used to express theefficiency of a re-chargeable battery in termsof its ability to store energy per unit weight.We usually simplify it slightly by usingelectrical units for the energy (watt hours)rather than absolute units (joules) but it issimply the battery discharge capacity (ampsx volts x hours) divided by its weight. Wealso need to specify the rate of discharge interms of current draw (usually constant) asthe battery performance changes withincreased current so the simple approach isto measure values at a 1C discharge (3.2 ampsfor a 3200 mAh battery). This 1C dischargerate is usually (but not invariably) the rateused by the manufacturer to determine thespecified capacity of a battery, so this isconsistent.

As the discharge of a battery proceeds thevoltage changes and we get the typicalvoltage V time curve shown in graph 1. Sinceour calculations have to include the currentand voltage it is better if we look at the wattsV time curve as in graph 2, and then theenergy density of the battery is the areaunder this curve (amps x volts x time) dividedby the weight of the battery. For electricflight we have used NiCd and NiMH cellsfor several years with LiPo and LiIo cells nowbecoming very popular. The introduction oflithium batteries has been very swift becausewe quickly realised that these gave us thesame level of energy/power at lower weights(or greater energy/power at the same weight).One of the strange features of thisconversion has been that little attempt hasbeen made to quantify the relative energy

43E.F.-U.K.

densities of the two systems. Thecalculations are simple to make but I haveseen few numerical comparisons of differentmakes and types of flight batteries in theseterms. The information is available within thespecifications of the cells and so I haveextracted this for a number of typical cellsand calculated the values given in thefollowing tables.

I have not had time to carry out dischargetests for each cell (as I would need to do toobtain accurate voltage drop curves at 1Cdischarge) so I have assumed averagevoltage figures of 1.2 volts for the nickel andlead systems and 3.6 volts for the lithiumones. At least any errors arising from theseassumptions are constant throughout thetable. The figures in the table are for singlecells (1S), but for the Lithium table, someexamples are based on a subdivision of data

for larger packs e.g. the data from a 4S packwith the voltage, weight and thicknessdivided by 4. There will be some variationsdue to cable size and length and in caseswhere a circuit board is included, and theweights and thicknesses are thereforeapproximate. The make and size of cells hasbeen chosen at random but you will see fromthe table that the variation in energy densitybetween brands is lower than I expected. Theclearest variation is in terms of size where,perhaps unsurprisingly, the energy densityincreases as the size of the cell increases,simply meaning that larger cells are moreefficient

In the case of the second table coveringvarious other battery types, the situation issimplified by the use of standard case sizes(e.g. D, C, sub-C, etc) but there are still slightvariations in the cell size and weight.Although the energy densities are well down

44 E.F.-U.K.

on the Lithium cells, the ratios are not ashigh as you might expect with 2/1 being anaverage comparison.

As I have mentioned above, there are anumber of simplifications involved in thecalculation of this data but it does give abroad-brush impression of where we are.There are many other factors involved inbattery performance which I havedeliberately ignored in this comparison. Ihave not considered the ability of thedifferent cells to discharge at higher rates

than 1C, especially since this involves avoltage drop throughout the discharge, norhave I included the effect of temperature asall of the data in the tables can be consideredto be applicable to normal ambientconditions (20 degrees C). The importanceof such additional factors is very muchdependent on the application (sports flying,competitions, etc.) where they can sometimesoutweigh the simple energy densitycomparison, but it is an interesting area ofconsideration.

Make of Cell Capacity mAh Weight gms Approx.Dimensions Energy Density L x W x T mm Whrs/Kg

Kokam 360 11 52 x 34 x 3 118Kokam 910 23 59 x 34 x 6 142Kokam 1500 35 70 x 38 x 7 154Kokam 3200 83 128 x 44 x 8 139Tornado 360 13 53 x 34 x 5 100Tornado 1500 40 86 x 34 x 7 135Tornado 3200 100 138 x 42 x 9 115Polypro 800 21 65 x 36 x 4 137Polypro 1500 38 100 x 32 x 5 140Polypro 3300 85 142 x 45 x 6 142Flightpower 400 14 76 x 37 x 3 102Flightpower 1500 41 101 x 31 x 6 132Flightpower 3300 85 146 x 48 x 6 140EnErG Pro 1200 35 115 x 35 x 6 123EnErG Pro 3200 85 135 x 45 x 8 135AirPower 800 25 67 x 35 x 5 115AirPower 2000 58 102 x 35 x 8 124BRC Hobbies 1500 42 86 x 33 x 7 128BRC Hobbies 3300 80 137 x 35 x 7 148

Energy Density for Lithium Polymer Cells

45E.F.-U.K.

Make/Type Size Capacity Weight gms Energy Density mAh Whrs/Kg

Intellect NiMH 2/3 AF 1400 23 73Intellect NiMH Sub C 4200 67 75Sanyo NiMH D 10000 175 68Sanyo NiCd Sub C 2400 58 49Sanyo NiCd C 3000 85 42Sony LiIo 4/3 AF 1100 48 80Lead Gel 6 volt 12000 1850 39

Leisure Lead Acid 12 volt 80000 20000 48

An assortment of typical batteries as included in the tables

Energy Densities for Other Battery Types

46 E.F.-U.K.

The 2006 Technical Workshop was heldhis year at its usual location, the RoyalSpa Centre in Leamington, on SundayNovember 5th. The doors were opened toour members at 09.30 and by that time aqueue of some 30 eager shoppers hadgathered outside the doors. Most of ourreaders will know that the format for theworkshop is a tradeshow for electric flightspecialist dealers which opens at 9.30 andcontinues until trading drops away duringthe afternoon. Added to this is the BEFABring and Buy Stall, run as efficiently asever by Jan Bassett and his helpers, and aset of presentations by invited speakers,one before lunch and two afterwards.We had a good turnout of traders thisyear, I certainly saw no empty tables and

The BEFA Technical WorkshopLeamington Spa - November 2006

by Bob Smithtrading was as brisk as ever. There arealways bargains to be had as tradersoffered goods at much reduced prices andmost of the members enjoy searching forthe many items they need for their winterbuilding months. I did a bit of browsingmyself (well, you have to, don’t you?) and50% reductions were being snapped up atvarious stalls. The B & B stall had its usualcollection of well-loved “excess torequirements” items and the majority ofthese had found new homes by the end ofthe day. Even though the usual “Caveatemptor” ruling applies, most buyers werewell satisfied with their second handpurchases.The presentations started with Bob Smithcovering the increasing use of PICs

Photo: Keith Day

The ever popular BEFA Bring and Buy Stall

47E.F.-U.K.

(programmable integrated circuits) inelectric flight. The presentation startedwith reference to RC equipment,programmable transmitters, synthesizedunits, and the latest programmablereceivers and servos. It moved on to coverchargers and dischargers, particularlybalancing units for LiPo batteries, and thento programmable ESCs. On-board unitssuch as altimeters, variometers, and data-loggers were included, and flightphotography and video recording was alsocovered. The final section of thepresentation dealt with the use ofcomputer interfacing for many of theseapplications, and particularly for benchtesting. The presentation was supportedby a combined overhead projector anddigital slide show of many examples of thecurrent range of such units available forpurchase.

The second presentation was preceded bythe drawing of the raffle, which weorganise each year with the generousdonation of prizes from the traders present.This is a fairly light-hearted session, mademore so this year when my wife wasinvited to draw the ticket for the first prize.She then proceeded to draw one of mytickets to great cries of “fiddle” from theaudience who were only calmed by myagreeing to return the prize to the draw.

The presentation was by John Stennardwho is well known for his indoor flyingcolumn “Watts under the Roof”. John tookhis audience through the development ofindoor and small-scale electric flight,dealing with the design of models, theproduction of smaller and smaller RCequipment, and the eventual developmentof alternative control systems such as

Photo: Robert Mahoney

That must be a tough one - Alan Fry ponders


Gordon Tarling wills a customer to buy

48 E.F.-U.K.

infra-red. He brought a wide range of hisown models with him, both indoor andpark-flyer types, and was able to illustrateeach stage of his presentation with asuitable model. He covered foam, balsa-stick, and carbon frames model structuresand included helicopters. As the final partof his presentation he was able to use thespace available in the lecture theatre todemonstrate the indoor performance ofseveral of his models, both standard androtary, with flying weights down toamazing values of less than 5 grams all-up.

The final presentation was one by NeilStainton dealing with the changescurrently occurring within the electroslotcompetition scene. The traditional formatfor electroslot to the BEFA/BMFA ruleshas been loosing support over recentyears and those still involved have been

working hard to develop an alternativeapproach to the format which it is hopedwill rejuvenate the class. The proposals arebased upon limiting the power available to200 watts per kilogram model weight withthe intention of giving models similar climbheights and emphasising the glidingelement of the competition. Although I didnot attend this presentation personally Ibelieve that the discussion was somewhatcontentious, but at least the proposalsreceived a public airing.

I hope there are some photographsaccompanying this text which were takenby our Chairman, and they will give thosewho attended a reminder of a good event,and those who did not, an incentive tomake sure they do so next year.

Bob Smith


John Stennard in control

49E.F.-U.K.

Members’ LettersPlease send your letters to the Editor

A letter to the Chairman

Dear Bob

At the BEFA Tech. Workshop, you asked the members what they

want in the way of BEFA activities.

Here is my point of view.

1. Top of my list is the Technical Workshop and accompanying

trade show. I enjoyed every minute of this. In particular the talks

this year by Bob Smith and John Stennard - both advanced

modellers at the ‘cutting edge’ but very interesting for more

average modellers like me to hear. For future technical workshop

talks, could a battery manufacturer be persuaded to give us a

technology update like we had a couple of years ago?

2. The magazine. For remote modellers this is a great source of

information, news and views.

3. The fly-ins. From my point of view the more informal the better.

I was concerned that Leamington August fly-in attendance was

down on numbers this year, despite the excellent weather and

highly enjoyable atmosphere. Could the ‘A’ certificate ruling be

discouraging the average modellers from attending?

Remote modellers out in the sticks may not have easy access to an

examiner. If so, would it be possible to offer and encourage ‘A’

certificate testing on-site at the BEFA fly-ins, if pre-arranged with

an examiner?

Hope this is useful,

Best regards

Brian Rawnsley

50 E.F.-U.K.

Electric Flight CalendarIf you would like details of your event to appear in these pages please send full details tothe Editor EF-UK, contact details on page 4. Please bear in mind that this magazine isquarterly so ensure that the details are sent in good time.

For last minute information on events please check out the events list on the BEFAwebsite www.befa.org.uk. Dates, times and, even locations of events can change at thelast minute. You are strongly advised to check on events with the given contacts beforesetting out on your journey to any event.

All BEFA flying events require proof of BMFA (or equivalent) insurance and an ‘A’Certificate to fly. For fixed wing models, any of the fixed wing ‘A’ certificates areacceptable. For helicopters, a helicopter ‘A’ certificate is required.

All flying models must have been satisfactorily flown at least twice since build or repairbefore flying at a BEFA event.

NO TEST FLIGHTS ON THE DAY

I would like to make a suggestion about the articles in the magazine as I feel that

there are not enough of them on the ‘basics’? I am sure there are many members

out there with plenty to offer but they are reluctant to go there because what they

have to say may sound pathetically simple to the majority? However, I am not sure

the majority is so knowledgeable and I think possibly many members would

welcome some basics. I saw a web-site recently which started off “are you like the

silent majority, keep quiet when someone refers to a sub-C battery because you are

unwilling to show your ignorance?” I think that is perceptive and I wonder if you

would consider actively encouraging ‘basics’ - perhaps sensibly in a separate

chapter so that the expert can flip over the pages quickly!

If you think this might be an idea worth pursuing I would be happy to give you

some ideas for subject matter.

Best regards

Peter Vivian

51E.F.-U.K.

If you have an electric flight event you want to have included, please send an email givingthe details to [email protected]

Standing Events1st Sunday of every month - TheBrighouse Vintage MAC have been usingthe small airfield at Tockwith, nearWetherby, Yorkshire for several years, buthave recently had noise problems. Thefield is now all electric & any BMFAMember is invited to fly there on the 1stSunday in each month from 10 - 5pm for asmall fee. Do not be put off by ‘Vintage’they fly anything! There is a concreterunway available and details of the site canbe obtainedContact Derek Haviour 01422 204 472

January21 BMFA NW Area Indoor Fly-in at theSpringfield Sports Centre, Rochdale. Flyingfrom 11am to 5pm, £3 per person, BMFAcard must be shown. For more informationsee www.bmfa-nw.org or [email protected]

February10 INDOOR R/C FLYING 2006/7Provided by the BMFA Northern Areadetails on page 53

18 BMFA NW Area Indoor Fly-in at theSpringfield Sports Centre, Rochdale. Flyingfrom 11am to 5pm, £3 per person, BMFAcard must be shown. For more informationsee www.bmfa-nw.org or [email protected]

March4 BEFA 2007 Annual General Meeting atLeamington Spa, Warks.

10 INDOOR R/C FLYING 2006/7Provided by the BMFA Northern Areadetails on page 53

18 BMFA NW Area Indoor Fly-in at theSpringfield Sports Centre, Rochdale.Flying from 11am to 5pm, £3 per person,BMFA card must be shown. For moreinformation see www.bmfa-nw.org or [email protected]

June23/24 Wing & Wheels ModelSpectacular see page 48

June/July30/1 International Electric Fly-in 2 dayEvent at Middle Wallop, more informationlater

52 E.F.-U.K.

June 23rd & 24th 2007The Organisers’ of Wing & Wheels Model Spectacular are pleased to confirm the

dates for the 21st Birthday which is to be held onSaturday 23rd and Sunday 24th June 2007

at North Weald Airfield, Nr Epping, Essex. England

First held at North Weald Airfield in 1986, the show has evolved into one of the mostrespected and popular model shows in the United Kingdom and has featured some

of the very best models and pilots from the UK and Europe. With its fabulousrunway facilities, excellent crowd proximity capability and massive trade support,Wings & Wheels has always been able to put on a show that spectators return to

year after year.

The 2007 show will be celebrating 21 years at North Weald with magnificent ModelFlying Displays – Jets, Helicopters, Scale, Electric, Indoor Flying Displays in a large

marquee, a HUGE Model Trade attendance, Model Boat Pool and marquee withdisplays, probably the countries biggest and best Bring & Buy for modelers

and loads more.

Watch the Model Press for more information over the next few months.Best of all, you will be able to book your Tickets for both Daily Entrance and

Weekend Caravanning and Camping ONLINE

We are now ONLINE with our NEW redesigned Web Sitewww.wingsnwheelsspectacular.com

You will find on the Site in depth reports of the 2006 Show and all the details about‘how to get there’ accommodation, camping on site, Bring & Buy, Site Plan, Trader’s

list and lots more! Take a look NOW!

All enquiries should be directed to the Show OrganiserDesignaction Limited, PO Box 284, Huntingdon, Cambs PE28 9WT, England. Tel/fax:

(Int +) 44 (0)1480 462265. Mobile: (Int +) 44 (0)7836 297168Email: [email protected]

53E.F.-U.K.

INDOOR R/C FLYING2006/7

Provided by the BMFA Northern Area

GARFORTH SQUASH & LEISURE CENTRENinelands Lane, LS25; off the A63 Leeds-Selby Road

Saturdays 2-5 pm Feb 10 - Mar 10

5 badminton court size with high ceiling.Licensed Bar, refreshments available.

Smoking in the bar only.

Separate slots for Slowfly; Aerobatic; Scale; and Heli.

Sub 250 and equivalent brushless motors only.Any legal frequency

Proof of BMFA membership essential

No free flight or ICSpectators welcome on the observation balcony

Pilots £5.00 juniors £2.00Spectators (on balcony) £1.00

Please Contact:John Thompson 01924 515595

[email protected] Northern Area website

54 E.F.-U.K.

Member's Sales & WantsFOR SALE / WANTED

FOR SALENew Blade Runner indoor helicopter, including 27Mhz R/C, LiPo battery &charger: £35Hornet Helicopter FP VGC, with carbon blades: £20All are plus postage or can be picked up from Leamington Spa. Contact: Neil Stainton 01926 314 011Email: [email protected]

FVK RIVAL 2.8m span is for sale, Co Durham. It is fitted with a Kontronik480 brushless with 5:1 gearbox, Hacker 70A ESC, six new servos, Schulze 8channel receiver, Carbon propeller & spinner, and comes with a 3300mAh flightbattery. £450-00 or vno or swap - what have you got?Contact: Jim Horne 01388 819 638Email: [email protected]

Puffin Models Elegant, 2.6m glider / electric glider. Flown twice, but otherinterests took over - no equipment fitted. Offers around £100.

Kontronik Smile 40-6-18 opto, brushless, speed controller, 40A 6-24Vwith Kontronik 4mm silver connectors on the output and Schulze 3.5mmconnectors on the input and has been used twice. He would like to exchangefor the same or very similar with BEC or sell for £65

Contact: Trevor Wain 01332 792 508


WeMoTec Midi-fan fitted with an Aveox 36/24/2 sensorless brushlessmotor - Price £70. Contact: Jim Horne 01388 819 638Email: [email protected]

55E.F.-U.K.

...and WANTEDGarry (in Australia) would likeinformation about plans for a VickersVimy, preferably around 36" to 40"span but any thing would beappreciated.

Contact: Garry


Neil Stainton wants a Highlightelectric fuselage, any condition.

Contact: Neil Stainton

01926 314 011


Julian Becket’s Air Force Article p24

Photo: Robin Andrew

56 E.F.-U.K.

Wanted by the Editorany of the following (see page 4 for contact details):

• General / Technical Articles.

• Hints & Tips.

• New Product notifications.

• Product Reviews.

• Photographs of your models.

• Electric Flight Event Reports.

• Any other item of interest to electric model aircraft flyers.

Please send colour Digital photos or photographic prints (6” x 4” or bigger) to theeditor. If possible, please do not send inkjet prints as too much quality is lostduring the printing and scanning process.

If you have no way to email or write the files to a CD, please contact the Editor forother options.

Photographic prints supplied will be returned, unless specified otherwise (as long asyou give a return address).

Digital photos should be sent at the highest resolution possible, in colour, andpreferably uncompressed. Where compression is unavoidable the camera shouldideally be set to the lowest compression possible and at the maximum resolution.Digital photographs can be emailed to the Editor at [email protected]

Readers always like to know what equipment is fitted to models so they know whatcombinations work well (or not so well). Therefore please include as many detailsof the models in the photographs as possible, but ideally at least wing span, wingarea, motor(s), gearbox(es), propeller(s) or fan(s), battery pack(s) used & the flightperformance.

Where articles are produced on a word processor package, please send an electroniccopy - it make the Editors job much easier and quicker. Ideal formats are MicrosoftWord (any version), Works word processor, WordPad or Notepad. Other formatscan be accommodated, but please contact the Editor first.

57E.F.-U.K.

New to ELECTRIC FLIGHT?START HERE . . . . .

You may be taking up Electric Flight for the first time or you may be converting from anotherdiscipline. Whatever your situation, help and advice is available. BEFA has prepared an informationsheet which details further sources of information which you may find useful when just joiningthe hobby. To receive a copy, please send a Stamped Addressed Envelope (S.A.E.) to RobertMahoney, address on page 4.

BEGINNER'S GUIDEA Beginner’s Guide to Electric Flight is available, which explains many of the ‘Mysteries' ofElectrics’ and will, hopefully, set you off on the right foot. Please send £3.00 per copy requiredto The Editor of EF-UK at the address on page 4. Please add £1.00 extra for overseas postageand remit in Sterling. Cheques should be made payable to BEFA.

TECHNICAL HELP SERVICETechnical help is now available again for the use of all members. We regret that no telephoneservice is available, but all questions in writing (or email) will be answered by our TechnicalLiaison Officer (TLO). Please refer your queries to our TLO, to the postal or email address onpage 4. If sent by post, please ensure that you include an S.A.E. for a reply.

CONNECTIONS SERVICERequests are frequently received from members who wish to be put in contact with other membersliving in the same area. The easiest method of doing this is to place a free 'wanted' advert in theclassified section of this magazine. Alternatively, a request may be made IN WRITING to theMembership Secretary who is allowed to divulge such information to members ONLY. Pleasesupply as much information about your location as possible and please remember to include anS.A.E. for your reply.

B.E.F.A. MEMBERSHIPMembership of the Association is open to all. Those who are not members of BMFA (ournational controlling body) will have a subscription to EF-UK membership with none of theother benefits. Overseas members are very welcome and will be classed as full members if theybelong to their own national controlling body.

CONTACTFor full details, please send an S.A.E. to the Membership Secretary (address on page 4) requestinga membership application form. Those with Internet access may visit the B.E.F.A. website atwww.befa.org.uk where you will find all the membership information you should require and a

58 E.F.-U.K.

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

EF-UK Back Issues - Issues 71 to 73 and 75 to 85 are available to BEFA members at £3.00 each,or £5.00 each to non-members. These prices include UK P&P, overseas rates on application.Reprints of earlier issues may be available to special order at slightly higher cost, contact theEditor for details (see page 4).

EF-UK Index. A comprehensive index of EF-UK, from issue 28 to date, is available by sendinga £1 coin to cover copying and postage cost.

Binders:- are available to hold 8 to 12 issues of Electric Flight U.K. Produced in dark blue withgold lettering on the spine, these cost £4.50 each including U.K. postage. Please add £1 forEuropean postage and £2 for Worldwide postage.

Please send all orders to The Editor of EF-UK at the address on page 4.

Sweat Shirts & Tee-Shirts: Stock of these is now almost all gone - please contact Robert Mahoneyregarding remaining stock, sizes and prices.

PLEASE REMIT IN STERLING ONLY,WITH ALL CHEQUES MADE PAYABLE TO B.E.F.A.

Advertisers IndexBEFA Sales .....................................................................62

Fanfare .................................................... Inside Back Cover

For Sale / Wanted ............................................................. 5

Hyperflight.co.uk .............................................................. 34

New-2-U ............................................................... 24 to 26

RC Groups / E-Zone ............................... Inside Front Cover

Traplet ................................................... Outside Back Cover

EF-UK advertising rates are £25 per inside or outside cover page,£20 per full page, £10 per half page, all per issue.

Contact the EF-UK Editor for more details (see page 4).

59E.F.-U.K.

– MAIL ORDER –SPORTS ELECTRIC FLIGHT

FANS AND GEARBOXESwww.fanfare.f9.co.uk

FANSMorley ‘Jet Elec’ Fan .............................. £15.00WeMoTec Micro-Fan (280/300/330) ..... £14.00WeMoTec Mini-Fan (400/480) ............... £28.00WeMoTec Midi-Fan (540/ 600/930) ....... £38.00

GEARBOXESMaster Airscrew - 2.5, 3, 3.5:1 ............................. £16.00MP Jet Planetary - 3.33 & 3.8:1 - 400 / Pro 480 ...... £28.00MP Jet Planetary - 3.33 & 3.8:1 - Speed 480 ........ £28.00MP Jet Planetary - 3.33 & 3.8:1 - 540 / 600 ............ £28.00MP Jet Plastic BB - 4 & 5:1 - 280 / 300 ...................... £8.00MP Jet Plastic BB - 3, 3.5 & 4:1 - 400 / Pro 480 ......... £8.00MP Jet Plastic BB - 2.33, 3.5 & 4:1 - Speed 480 ..... £10.00MP Jet Plastic BB - 1.75, 2.33 & 2.8:1 - 540 / 600 .. £15.00Mini Olympus ............................................ £8.00Olympus ................................................. £12.00

MOTORSMPJet Brushless motors; 9 motors; outrunners,inrunners & geared; 280 to 700 .... £40.00 to £58.00 WEP Turbo 10 ....................................... £55.00Fanfare Silver 16T & 20T ...................... £34.00Fanfare Powermax 40T ........................ £38.00Speed 600 8.4v BB SP .......................... £17.00Speed 600 8.4v Race ............................ £22.00RE 380 / Rocket 400 ................................ £5.00Speed 480 BB ........................................ £21.00Pro 400 .................................................... £5.00Pro 480 HS ............................................... £6.00Pro 480 HS BB ......................................... £8.00

MAXCIM BRUSHLESSMax Neo 13Y 1430 rpm/v ................... £160.00Max Neo 13D 2470 rpm/v .................... £160.00Maxu 35D, 21 Cell Controller ............... £140.00Maxu 35C, 25 Cell Controller ............... £180.00Superbox 1.6 to 4.28:1 ......................... £50.00Monsterbox 4 to 6.8:1 .......................... £60.00Motor Mount ........................................... £12.00

MOTORS / GEARBOXESSpeed 400 FG3 ..................................... £17.00SpeedGear 400 4:1 Inline ...................... £38.00SpeedGear 480 3.45:1 .......................... £55.00SpeedGear 600 2.8:1 ............................ £51.50SpeedGear 700 2.7:1 9.6v .................... £70.00SpeedGear 700 Neo .............................. £92.00Mini-Olympus & RE380 .......................... £12.00Olympus & 540 ...................................... £19.00Jamara 600 2.9:1 ................................... £24.00Jamara 650 2.9:1 ................................... £26.00

PROPSM.A. Folding 12x8 ................ £14.00

15x12 .............. £15.25M.A. Wood Electric 10x6/10x8 ......... £4.25

11x7/11x9 ......... £4.5012x8/12x10 ....... £5.0013x8/13x10 ....... £5.25

Carbon Folders 7x4 .................... £6.00(Perkins) 8x4 .................... £6.00

11x8 .................. £9.00Slimprops 8x4, 8x6, 9x6 .... £3.50APC Electric 5½” - 12” dia . £3 to £4(full range available) 13” - 20” dia £5 to £15

Selection of Graupner & Aeronautfolding & fixed props.

CHARGERSSpeed 1 Pulse / Pk

Det 4-8 cells ........................................... £27.00Speed Ex Digital

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

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

FANFARE • 18 HILLSIDE ROAD • TANKERTON • WHITSTABLE • KENT • CT5 3EX‘Sports Electric’ Helpline - Phone / Fax: (01227) 771331 - E-mail: [email protected]

Now online at - www.fanfare.f9.co.uk

60 E.F.-U.K.

ELECTRIC FLIGHT U.K. - befa.ef-uk.net · Regular columns and HOT NEW PRODUCT reviews in all areas...

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Transcript of ELECTRIC FLIGHT U.K. - befa.ef-uk.net · Regular columns and HOT NEW PRODUCT reviews in all areas...