ELECTRIC FLIGHT U.K. - British Electric Flight Association

ELECTRIC FLIGHT U.K. 

ISSUE No. 81 SUMMER 2005 

THE MAGAZINE OF THE 

BRITISH ELECTRIC 

FLIGHT ASSOCIATION

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Electric Flight - U.K. Issue 81 - Summer 2005 

"To Encourage and Further all Aspects of Electric Model Flight in 

the British Isles and Elsewhere" - B.E.F.A. Constitution 

BEFA Committee 2005/6 ........................... 4 

Chairman's Chatter .................................. 5 

Current Lines ........................................... 5 

New-2-U ................................................... 6 

Readers’ Models ....................................... 13 

Letters to the Editor ................................. 18 

Pampered Jet & the Need for Speed .......... 20 

Balckpool & Fylde Electric Day ................. 25 

Going to Harvard! ....................................30 

Variable Pitch Propellers ..........................37 

CONTENTS 

Cover Photo: The cover photo shows Dionne holding the Editor’s REM (Richard 

Etter Modellbau) Eagle Ornithopter. It has just had fitted a Himark 2025 brushless 

motor (4200 rpm/v) from All Electric RC (www.allelectricrc.co.uk), a Jeti 18-3P 

controller from Puffin Models (www.puffinmodels.com). It runs on 3S Kokam 

1250HS packs from IslandRC (www.IslandRC.co.uk) and the performance is 

now excellent. 

NEXT ISSUE. The copy date for the Autumn 2005 issue is 31 August 2005, with 

the magazine due for publication by 30 September 2005. 

DISCLAIMER 

A year flying with LiPo ............................. 41 

The Yorkshire Air Spectacular ................. 44 

A tale of Two Twins .................................. 48 

The 51st Toledo RC Exposition ..................55 

Hints & Tips ............................................60 

Event Calendar ....................................... 64 

For Sale / Wanted ....................................67 

New to Electric Flight? Start Here ............69 

BEFA Sales ............................................. 70 

Advertisers Index .....................................70 

B.E.F.A. and Electric Flight U.K. wish to point out that the content, techniques and opinions 

expressed in this magazine are those of the individual authors and do not necessarily represent the 

views of either the 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 this magazine 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 

its committee cannot be held liable for any error or omission in the content of this magazine or any 

subsequent damage or loss arising howsoever caused. 

To allow proper appreciation of the photographs used, colour copies of them will be posted on the 

B.E.F.A. website after publication of this magazine. If you can, check them out at www.befa.org.uk 

E.F.-U.K. 3

BEFA Committee 2005/6 

Chairman Robert Mahoney 

123 Lane End Road, High Wycombe, Bucks. HP12 4HF 

EMail: befa@rlmahoney.co.uk 

Secretary Peter Turner 

37 Church Street, Horsley, Derbyshire. DE21 5BQ 

Tel: 01332 881 265, Email: peter@alport.fsnet.co.uk 

Membership Secretary Bob Smith 

1 Lynwood Avenue, Tollesby, Middlesborough, Cleveland. TS5 7PD 

Email: bob.smith007@ntlworld.com 

Treasurer Bob Smith, details as Membership Secretary 

EF-UK Editor Jan Bassett 

111 Plantagenet Chase, Yeovil, Somerset. BA20 2PR 

Tel. 01935 472743, E-mail: editor@befa.org.uk 

Events Co-ordinator Terry Stuckey 

31 Dysart Avenue, Kingston-upon-Thames, Surrey. KT2 5QZ 

Email: terrystuckey@blueyonder.co.uk 

Competition Secretary Bob West 

51 Haweswater, Huntingdon, Cambs., PE29 6TW 

Tel. 07970 238 704, Email: robertj.west@tesco.net 

Midlands Representative Roger Winsor 

14 Butler Gardens, Market Harborough, Leics. LE16 9LY 

Email: Rogerwinsor7@aol.com 

Northern Representative Bob Smith, details as Membership Secretary 

Southern Representative Dave Chinery 

251 Station Road, Hayes, Middx. UB3 4JD 

Email: DavidDchinery@aol.com 

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

Indoor & Free-Flight Rep. Gordon Tarling 

87 Cowley Mill Road, Uxbridge, Middx. UB8 2QD 

Email: gordon.tarling@ntlworld.com 

Technical Liaison Officer Alan Bedingham 

17 Highcliffe Close, Wickford, Essex. SS11 8JZ 

Email: bbba18333@blueyonder.co.uk 

Public Relations Officer John Thompson 

19 Park Avenue, Liversedge, West Yorks, WF15 7EQ 

Tel. 01924 515 595, Email: johnty99@ntlworld.com 

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

Safety Adviser David Beacor 

34 Chestnut Close, Brampton, Huntingdon, Cambs., PE28 4TP. 

Please enclose an SAE with all correspondence to the committee. 

4 E.F.-U.K.

Chairman’s Chatter 

Dear members, 

Welcome to issue No 81. We are now half way through the 2005 flying season, 

doesn't time fly when you are having fun. 

Some of you may have missed me at fly-ins for the first part of the year (some say 

it's been very quiet for a change). I found myself in hospital after the Dortmund 

trip! But I am getting back to flying again. 

I have just read forthcoming events in the July issue of Quiet and Electric flight! 

The 7th August is a fly in at Leamington not a league event, The 4th of September 

is a BEFA fly-in at Hayes not a Southern Area BMFA event and on the same day, 

same site we are not holding a league event! Please always check before travelling 

to an event to see if there are any changes. 

The new Electric Up and Away book is available from the BMFA office in Leicester. 

It was made possible by our own Bob Smith via the BMFA achievement scheme 

review committee to which we have input on electric flight. 

All the best for the 2005 flying season and KEEP THE WATTS UP! 

Robert Mahoney 

Current Lines 

from the Editor 

Thanks to everyone that made a contribution to this issue. Again I only had just 

enough information for this issue and will need content for the next issue. I spend 

something like 50 hours compiling each issue, which is greatly increased if I have 

to hunt around for information. Please make my life easier by thinking what you 

can submit. It will only take you a little while to send a photograph and details of 

one (or more) of your models. 

I ask then when sending pictures from a digital source that you send the digital 

file to me by email or disc. The reason is that a lot of quality is lost when an inkjet 

print is scanned due to the dot pattern of the inkjet printer. It is less marked with 

a high quality printer and good photographic paper, but it is still a problem. 

Photographs printed from film do not have this problem as photographic film and 

paper are not pixelated. 

If you type your article using a word processor, please send me the file in an email 

or on a disc. My typing is pretty quick, but it is a lot quicker and easier when 

editing if I don’t have to retype it at all. 

Regards 

Jan Bassett 

E.F.-U.K. 5

New-2-U 

A Brief Round-up of New Items of Interest. 

If you are a manufacturer or retailer that has something new they want to 

share with the readers, please send details to the Editor (addresses on page 4). 

Pocket Infra-Red Thermometer 

This is a useful device that John A Thompson just discovered, which is a infra-red, 

contactless, thermometer. One use could be to check individual cells after charging 

or discharging, where any large discrepancy in temperature could be a problem. 

Another use is to ensure that your motor is not getting too hot during use, if you 

can see it you can measure the temperature. 

Just point it at the area to be checked, press the button and a large display will 

give the temperature within 1 second. It will also continue to display the 

temperature for 7 to 8 seconds. 

The measuring range is -30°C to +270°C (-22°F to 518°F) ± 2%. It can also be 

changed between Celsius and Fahrenheit by means of a switch in the battery 

compartment. The measuring beam has a length:width ratio of 6:1 allowing 

measurements to be taken at up to 30cm (12”) away from the object. A light is also 

incorporated which covers about the same angle as the IR beam so readings can be 

taken in awkward places. 

John bought his from CPC at www.cpc.co.uk or 0870 120 2530, and a catalogue 

will provide a wealth of interesting items at good prices. Delivery is exceptionally 

quick, usually next day and batteries are included. 

6 E.F.-U.K.

You probably heard through the grapevine that Flair Products Ltd went into 

voluntary liquidation in April 2005. 

The assets of the company have been purchased by a new business team, headed 

by Dean Gibbs, an energetic thirty something modeller. Flair was open for business 

again from 23rd May 2005 trading as Flair Models Ltd. Flair Direct is to close, 

the website will return to being the Flair website. 

The prime objective of the new team will be to restore Flair's once highly respected 

reputation for good quality products sold at a fair price with prompt delivery from 

stock. To kick start this rebirth we have employed the services of two well known 

individuals previously associated with Flair. 

Dudley Pattison, original founder of Flair, will be charged with restoring the 

key values of good service, supply from stock, and the reinstatement of the 

famous Flair range of kits. Dudley will adopt a hands on approach and will be 

a high profile face at future Flair events. 

Richard Smart, ex design director for Flair, is engaged to increase the product 

base and to ensure that Flair can supply not just an airframe but all the 

necessary accessories as well. Richard is also working on a number of new 

products that will be launched later this year. 

It is our intention to retain favourites from the Flair range and to develop/source 

new and exciting products for the future. New ARTFs will be introduced regularly 

and traditional items such as the Scout range, the Classic range etc., Spectrum 

paint, wheels, decals, canopies, accessories, etc. will all be standard stock items. 

You can keep up to date with Flair's new developments by visiting their web site 

(www.flairproducts.co.uk or www.flairmodels.co.uk). You will find details 

of exciting new products, the complete stock range, and masses of helpful 

information about their products so that you will be informed before purchasing. 

Flair's range will be available through all model shops listed on the website. 

In the event you cannot find stock of what you seek, or you cannot visit a shop 

locally, products will be available from the Flair online shop, or they can be ordered 

direct from the factory by phone (01793 721 303), fax (01793 721 841) or email at 

sales@flairmodels.co.uk 

The business team would like to assure all customers of our commitment to the 

above objectives and would like to thank all those modellers and traders who have 

contacted us to express their support. 

E.F.-U.K. 7

John Emms of Puffin Models have been busy again and bring another new crop of 

new items that may interest you. 

Shown right is a new Bel 

clamp ammeter which has 

a large, easily read, digital 

display and multimeter 

features. Clamp meters 

have the advantage that 

current readings can be 

taken quickly and in any 

electric power system. 

Clamp meters are 

recommended by a 

number of brushless speed 

controller manufacturers 

to avoid lengthened 

battery leads, which can 

contribute to damaging 

voltage spikes in some 

brushless power systems. 

It features 2 test sockets, 

and is supplied with test 

leads, for measuring of AC 

and DC voltage, diode 

checking, resistance, and 

a continuity tester. 

The primary ranges of this 

clamp meter are: 

Current 

AC or DC 

200A 

Voltage 

AC or DC 

200mV to 600V 

Resistance 

200Ω to 2MΩ 

The meter is supplied ready for use, with test leads and batteries, for £49.95 

Puffin is a mail order specialist, or can be visited at Unit D3, Backfield Farm, 

Wotton Road, Iron Acton, Bristol, BS37 9XD. They also have a website featuring 

their items at www.puffinmodels.com 

8 E.F.-U.K.

Right is shown the 

Reichard Sprinter, 

an exciting new 

hotliner design to 

combine hotliner 

performance with 

good handling. It 

features a 175cm 

one-piece wing 

which has a foam 

core, covered with 

balsa with carbon 

reinforcement and 

a glass cloth and 

epoxy skin. This 

is then covered 

with Oracover with contrasting red panels on the underside. The tailplane is of 

built-up construction and also ready covered in Oracover with a red underside. 

The fuselage is a high quality glass/epoxy moulding with silver pigment, it has 

the wing and tailplane fittings ready fitted. The canopy is a similar moulding 

with blue pigment and provides access to the battery compartment. The fuselage 

is spacious to take a 600 size motor and 10 RC-1600, 8 Sub-C or suitable LiPo cells 

and can be flown with low-cost 600 motors. Reichard recommend a Mega 22/20/3E 

with 8 RC-1600 cells which gives fantastic performance at an economical price. 

Designed for experienced model flyers and is available from Puffin Models for £99.95 

Below is the RCM Pelikan Dynamic 400, all-moulded, 400 size pylon racer of 70cm 

span. It provides fantastic performance when fitted with a Mega Mig 400 6v 

motor and 8 KAN 1050 cells. Brushless motors (Mega 16/15/3 or 16/7/7) provide 

unbelievable performance! The fuselage, wings, tailplane and all control surfaces 

are all produced from 

glass/epoxy in special 

moulds. It is supplied in 

different colours but 

always with a contrasting 

dark colour on the bottom 

of the wing and tail. It 

requires two servos up to 

9g for ailerons & elevator 

and requires a little skill 

to finish. Suitable for 

more experienced flyers, 

it is available from Puffin 

Models for £78.95 as are 

motors & accessories. 

E.F.-U.K. 9

Left is the LN Model 

Javelin, built by Libor 

Nezbeda of LN Model 

almost entirely of light 

balsa & covered in 

contrasting Oracover. 

The kit also includes 

high quality fittings, 

light foam wheels and 

CNC cut vinyl decals. 

Puffin usually include 

clear hinge tape with 

LN Models kits. 

The large centre hatch in the wing provides excellent access for the radio equipment, 

and mounts are built-in for 9g servos. The fuselage is a carbon rod. The Puffin 

Models demonstrator is fitted with a Model Motors AXi 2808/24 motor which 

provides true vertical performance with long leisurely flights using a 3S 1700mAh 

LiPo pack. At a flying weight of 600g the Javelin is extremely manoeuvrable and 

will perform “the book” within a very small space. The Puffin price is £59.95 for 

the basic kit or £65.95 with a 400 motor, MP Jet gearbox & quality prop driver. 

The LN Models Samba is shown below, which is a development of the popular 

Vermont Belle 1300 and designed for 8 to 10 cell brushless power systems. The 

Samba retains the excellent low speed handling, but the straight taper 130cm 

wing and hollow foam upper deck simplifies the construction. Most of the 

construction is light balsa and covered in Oracover giving a flying weight of 1.5kg. 

The generous fuselage size has a good amount of room for batteries and other 

equipment, with battery access through a large hatch in the nose. Puffin fly their 

Samba with a Model Motors AXi 2820/10 and 8 or 10 x 3300mAh NiMH cells. 

With increased elevator throw the Samba can perform 3D manoeuvres such as 

Harriers and Parachutes. The Puffin Models price is £109.95, which is £5 less 

than the Vermont which remains available from stock. 

10 E.F.-U.K.

Left: are the latest 

enhancement to the 

Jeti range, the 

“ADVANCE plus” 

brushless motor 

controllers, which 

remain blue with 

silver labels. 

Whilst these can be 

programmed in a 

limited manner by 

the old method of 

tones and squeaks, 

in conjunction with 

a thin detachable 

programme card 

(shown below) and 

it’s 6 jumpers, the 

6 features below 

can be set: 

Cells - Nickel or Lithium 

Cut-Off Voltage - High or Low 

Cut-Off - Slow Down (power models) or Hard (gliders) 

Brake - On or Off 

Timing - Low for 2,4 or 6 pole motors and peak efficiency 

or High for peak power from outrunners 

Throttle curve - Traditional Linear or new Logarithmic 

The logarithmic throttle options puts the ½ power point of the motor at about ½ 

throttle stick, making the upper response 

much smoother and delicate. Whilst this 

will be appreciated by all, it is of especial 

value to helicopter and 3D flyers. 

The range is very economic and covers 

the range from 4A to 75A, with the 40A 

controller being around £65 and the 

programming card around £4. 

The complete range is available from 

Alan Fry of ImporTekniK, 29 Braiswick, 

Colchester, Essex, CO4 5AU. Phone or 

fax 01206 852 209. 

E.F.-U.K. 11

Following on from the last 

issue, Hyperion have issued 

a firmware upgrade for their 

emeter. This upgrade adds a 

servo tester to the impressive 

list of features previously 

included in the device. 

The firmware upgrade is 

available free of charge from 

the Aircraft World website at 

www.aircraft-world.com 

In order to use the servo 

tester you need to make a 

modified ‘Y’ lead following the 

instructions on the website. 

As shown right, a receiver 

battery pack is required to 

power the servo. 

Servo Test mode is entered by pressing buttons A, B & C when switching on the 

emeter. Pressing button B allows you to cycle through the low, mid and high 

settings for the servo range to suit almost any servo, radio system or installation. 

With no buttons pressed the servo will sit at the mid point. Pressing either button 

A or D, shown “end” in the display, causes the servo to move to that position until 

the button is released. Pressing button C starts “Cycle” mode and the servo moves 

mid - high - mid - low - mid continuously, until the button is pressed again. 

I (the Editor) have an emeter so downloaded the update and made a lead. Following 

the instructions, I installed the update with no problems. On switching on (holding 

A, B & C), and after initialisation, the display showed 1000 in each of the 3 settings. 

A few moments work changed these to 1000, 1500 and 2000 and had the servo 

merrily swinging between the 3 positions. 

The update also adds an averaging method for 

tacho readings which is supposed to give faster, 

more stable readings under some light conditions. 

It can toggled on or off by holding button A whilst 

switching on the emeter. When in averaging 

mode, the display on the “TACHO screen shows 

“(avg)” alongside the number of blades being read. 

The averaging function works on “TACHO” and 

“MOTOR” screens. 

The emeter is available in the UK from 

BRC Hobbies at www.brchobbies.com 

12 E.F.-U.K.

Readers’ Models 

Your chance to show the members your model(s). 

This is the 1912 Filey Flyer built by Paul Thorn from the Graham McAllister 

plan. It has a wing span of 48” (122cm), a wing area of 336 sq. in. (21.7dm2 ) and 

a flying weight of 22 oz. (623g). 

The airframe is balsa & ply which has been stained Mahogany and is covered in 

“Antique” LiteSpan. The controls are motor, rudder & elevator using SuperTec 

Naro/BB servos and a Webra Nano S6 receiver. 

Power is from a 6v Multiplex Permax 400 motor with 1.85:1 gearbox, Micro 480 

controller, Graupner 9” x 5” SlimProp and 7-cell pack of Sanyo 500AR cells. The 

undercarriage fitted features internal rubber suspension. 

E.F.-U.K. 13

The completed Messerschmitt Me 410 A-2 Hornisse 

On these 2 pages is the Messerschmitt Me 410 A-2 “Hornisse” of Chris Golds. It is 

60” (152cm) span and weighs 6 lbs. 2 oz. (2.8kg) ready to fly. It is powered by 2 

Mega 16/25/6 brushless motors and features retracts and flaps. 

The Me 410 looking very realistic on a run-up 

14 E.F.-U.K.

The Hornisse away! 

Chris with his Me 410 A-2 Hornisse 

E.F.-U.K. 15

The Westland Whirlwind taxiing out 

Fly by! 

16 E.F.-U.K.

A gentle flare, note the Fowler flaps down 

Another recent Chris Golds’ model on these 2 pages, this time a Westland Whirlwind 

of 72” (183cm) span. It is powered by 2 AXi 28 series motors and weighs 9 lbs. 1 oz. 

(4.1kg) with retracts and flaps. 

Happy modeller, Chris with his Whirlwind 

E.F.-U.K. 17

Letters to the Editor 

In response to one of my editorial notes in the “From Failure to Phoenix” article in 

the last issue, I received the following letter from Nick Fitton. 

“I would like to point out that your statement that the Graupner Speed 

600 Race 8.4v is recommended by Balsacraft for the Spitfire is incorrect. 

I attach a copy of the original instructions in which is stated that the 

Lightspeed 600 8.4v is the recommended motor, I don’t think anyone 

knows what the equivalent Graupner or Mabuchi unit is, so finding it in 

the MotoCalc database is impossible. 

Whilst I fully agree that the Race unit, suitably geared and on up to 10 

cells would have produced vastly improved performance, only experienced 

e-flyers would have known this, and at the time I most definately was not 

experienced! 

My article states that pitch speed and thrust fly aeroplanes. I believe that 

Watts/lb. is an overused and inaccurate predictor of aeroplane 

performance. Maybe an informative article from Bedders the All Wise 

would be a good thing for the readers.” 

Firstly I did not say that Balsacraft recommended the Speed 600 Rave 8.4v motor. 

I said “the designer of these models does not recommend the this motor (the 

Lightspeed 600). For a brushed motor he recommends the Graupner Speed 600 

Rave 8.4v”. Nick has misinterpreted what I said as the designer is not Balsacraft, 

it is Pete Nicholson. 

I do not know why Balsacraft recommended this motor, but they most definitely 

got it wrong in this case. For the twin motor designs these motors are well suited 

as 2 in parallel draw a reasonable current and give good power. In general most 

kit manufacturers recommend the reasonable equipment to get good flying 

characteristics, and some now offer options for brushed & brushless setups. 

The motor Nick picked in his analysis of the Lightspeed 600 appears correct as it 

seems to have similar performance to the Graupner 600 8.4v (Pt. No 3301). This 

is a relatively slow running motor and definately not ideally suited for fast models. 

The Graupner Speed 600 Rave 8.4v is extremely capable even direct drive. My 

HMM Crossfire was flying extremely well on a Graupner Speed 600 Rave 8.4v, 

Graupner 8” x 4” SlimProp and 8 RC-2000 cells. The static current draw was a 

little excessive at 36A, but it unloaded a lot in the air and was not excessively hot 

on landing. As the Crossfire is an aerobatic model less time is spent at high 

throttle settings, but it should be fine with proper use of the throttle. 

If any BEFA member is in doubt over the correct equipment for a model, they can 

always contact our Technical Liaison Officer for free advice. 

18 E.F.-U.K.

E.F.-U.K. 19

Pampered Jet and the 

Need for Speed (and Looks) 

Early Dreams 

by Bill Jackson 

Pampered Jet came into being following my much earlier longing to build a model 

jet with ducted fan propulsion. My early attempts at “jets” were designed with 

both tractor and pusher propeller driven versions with the i.c. motor exposed. 

I was impressed with the speed and handling, but disappointed by their lack of 

sleek jet-type aesthetics; though this was hardly noticeable when flying. I found 

that a pusher configuration offered a more efficient layout for speed and better 

appearance by leaving an uncluttered front end. 

At the time, I pondered on building an i.c. ducted fan model but was put off by the 

expense, complexity and no suitable flying field available locally. 

Later, soon after my introduction to electric RC flying, I started to notice that a 

few adventurous (and skilful) souls were flying electric ducted fan (EDF) planes 

with home built fan units and cobalt motors. These, according to the magazines’ 

reports, were quite fast. 

Taking the Plunge 

Soon after this, commercially produced fan units and rare earth magnet motors 

(still expensive) became more widely available. I knew it had to be now or never. 

Going by the magazines, a popular set up was a Plettenberg 200-25-4 neodymium 

motor in a WeMoTec Mini-fan 480 unit. I counted out my pennies and placed my 

order, wincing at the price of £99 for a 480 size motor! 

Temptation to build a Lockheed Starfighter was resisted and I decided upon a 

more conservative “far-off scale” Pampa Jet in which to mount my investments. 

In my eagerness to get the model in the air, I went the short route of leaving the 

fan unit and associated wiring exposed, neglecting one of my very early intentions 

of building an aesthetically correct jet. However, in all other visual aspects I was 

quite pleased. 

Pampered Jet 

Pampered Jet, as it came to be called affectionately, had good flying characteristics 

except for one aspect, it was very slow and consequently could not reach altitude. 

As can be seen from the specification as follows, the size of the model is greater 

than the average 400/480 motor sized speed machine but it is slippery and has 

relatively low wing loading. I believe that one or more of the following factors may 

have been responsible for its lack of power: 

20 E.F.-U.K.

1) The battery pack of 9 Sanyo 800AR. These may have been a bit tired at 

the time and, compared to LiPos now being used, heavy. 

2) The WeMoTec Mini-fan 480 was supplied with an impeller whose blades 

had to be trimmed to fit the tube. This resulted in what appeared to be 

excessive clearance. Also, I didn’t have a magnetic balancer to achieve the 

optimum. I now have one and it is very recommended. 

3) I was expecting too much from the motor after all the money I had spent! 

Dismayed, I put the Pampered Jet in the loft and got on with other projects; more 

on this later. 

Going Brushless 

It wasn’t long after this that I was talking to Kevin Saunders regarding my next 

step in the need for speed. When I asked for his opinion on going for a bigger 

version of the brushed Neodymium motor in a Midi-fan, he advised me to go instead 

for a brushless set-up. Up to that point I hadn’t considered a brushless motor, 

dismissing the idea as too advanced technology to chance my available cash on. 

I scoured the magazines, noting what brushless motors were being used and their 

applications. I initially decided that a Hacker (540 size) would fit the bill, 

surprisingly, no more expensive than a similar sized Neo brushed motor. However, 

an expensive brushless speed controller was necessary. 

When I thought my mind was made up, I noticed the existence of the Mega range 

of brushless motors at virtually half the price of others and a reputation for quality. 

After talking to a very helpful John Emms of Puffin Models, I walked away with a 

Mega 22/20/3, a Jeti 70-3P opto controller and a WeMoTec Midi-fan. 

I avoided talking to my wife about what I had bought when I got home from the 

show but I had a warm feeling about my new “investments” (a term often used by 

a friend to placate her husband when she frequently bought new dresses). 

Suki 

I installed the new gear in a scratch-built Sukhoi 27 drastically modified (and 

called Suki) from a previous project. I chopped off the read end in an effort to 

reduce the weight and drag. 

There had been no complications or problems in the installation, and elation wasn’t 

the word on the first flight! I enjoyed every second of the smooth and fast event. 

The “investments” were worth every penny, and I knew then that there would be 

no turning back, BRUSHLESS was the way forward for me, thanks Kevin. 

This was a couple of years ago. In the meantime I increased the size of the battery 

pack of 12 x 1950-FAUP to 14 cells, to realise the full potential of the Mega motor 

for even more exhilarating flights. Even the oily fan flyers in my club are impressed. 

Wattage F86 Sabre 

E.F.-U.K. 21

The Suki 

Last year at the Wings & Wheels show I chanced upon a Wattage F86 Sabre kit 

going at a sale price of £39. I couldn’t turn it down, considering the full price of 

this is normally around £63 including the fan unit, special Wattage 400 size motor 

and wiring, it was excellent value. 

Domestic neglect ensued until the completed machine was sitting pristine on the 

lounge carpet, straining to get outside and tear up the sky. 

I installed the 3-cell pack of Kokam 2000mAh LiPo cells (I am now getting used to 

spending without fear!) and my son hand-launched the brave Sabre in search of 

MiG 15s. My early dream of owning a ducted fan model that really looked like a 

jet was realised. OK it was small and from a kit, but I was pleased that I had 

assembled and successfully flown it. I was surprised how fast it was with an 

inexpensive brushed 400 motor. 

After several enjoyable flights I decided to make it even smarter by covering the 

exposed polystyrene foam fuselage in tissue, put on with thinned PVA. Than a 

couple of coats of Humbrol aluminium and reapplied decals made it look magnificent. 

The model was fitted with a GWS Naro 4 channel receiver (lightweight but with 

full length aerial) that had given years of very good service previously in a jetstyled 

400 powered wing. This was covered with a matt non-metallic FibaFilm 

and had given no control problems even at distance. 

Soon after the Sabre got its new coat, pronounced glitching was experienced when 

22 E.F.-U.K.

the model was coming towards me. I noticed this only happened when the 

transmitter aerial was pointing towards the model, which is a weak signal situation 

for the model. 

I made a mental note to always fly in future keeping the transmitter aerial pointing 

away from the model. However, after a hectic mission over “North Korea” and on 

the landing approach at an altitude of 40 ft with sufficient speed, the Sabre rolled 

over onto it’s back and from then on refused to respond to my control inputs. It 

went in vertically the ground refusing to move out of the way. Then I noticed my 

transmitter aerial was pointing towards the models (or what was left of it). 

I believe the crash was caused by a combination of a comparatively weak signal 

arriving at the model then being scattered and/or blocked by the metallic finish of 

the fuselage, even though the receiver aerial exited just behind the cockpit and 

passed through the top of the fin. 

As I trudged very sadly home from the field with the bits under my arm, I realised 

that the last time I had experienced glitches serious enough to cause control problems 

and crashes was many years before when flying a stand-off scale electric F22 

Raptor covered silver FibaFilm. The Raptor had a nose mounted Spirit motor and 

propeller, and a “full range” receiver. 

If anyone has any advice regarding this problem please let us know. (Editor: I 

always find that a range check shows up any problem. It could also be due to 

insufficient suppression of the brushed motors - remember to use 3 capacitors. 

Couple this with the effective loss of aerial length for that part shielded by the 

fuselage and interference is more likely). 

The only salvageable bit of the Sabre was the fuselage which had sustained only 

damage to the nose . . . tough combination that polystyrene covered in tissue 

(some use brown paper) put on with PVA. 

Improved Pampered Jet 

As I put the damaged Sabre fuselage in the loft to use for something in the future, 

I noticed Pampered Jet looking neglected in a dark corner. To cut a long story 

short, I removed the old Mini-fan & Plettenberg from Pampered Jet and grafted on 

the read half of the salvaged Sabre fuselage, still fitted with the Wattage fan and 

brushed 400 motor. I was elated with the result . . . Pampered Jet looked attractive 

and jet-like. 

As she took to the sky anew, and with the 3 x 2000mAh LiPo pack fitted, I was 

rewarded with much improved speed and performance. Aerobatics and altitude 

were will within my grasp. The model can not be described as being very fast, but 

considering the size of it and the modest power train (thanks to Wattage) I am 

impressed. I also believe the LiPo pack has been contributing to overall good 

performance since its introduction first on the Sabre. 

I have had many enjoyable flights with improved Pampered Jet and never 

E.F.-U.K. 23

experienced a glitch (it is worth noting that a larger “full-range” receiver was 

fitted). I have always been rewarded with smooth, majestic and scale-like flights. 

I am happy again. 

Specification: 

Span 42 in. 107 cm 

Wing Area: 300 sq.in. 19.5 dm2 Weight: 28.6 oz. 802 g 

Wing Loading: 13.8 oz./sq.ft. 41.4 g/dm2 Wattage modified 400 motor, Wattage fan and 3S Kokam 2000mAh LiPo 

Exciting Present and Future 

The improved Pampered Jet 

We are spoilt for choice in the wide rage of brushless motors, speed controllers and 

advanced batteries (especially LiPo) now available and prices dropping all the time. 

So if you feel the need for speed, or want to slow fly indoors, or just wish to achieve 

more efficient performance, look into all the latest technology waiting to serve you, 

you will not be disappointed. 

As for me, now where’s that plan for the Lockheed Starfighter . . . ? 

24 E.F.-U.K.

Blackpool & Fylde Electric Day 

by John A Thompson 

This must be the fifth or sixth time I have attended this event and it has always 

been a pleasure. They are such a friendly bunch, making everyone welcome, and 

organising things without any fuss. One advantage is the barbecue, which is not 

only good and cheap, it is free to pilots. 

The Weeton site was in first class condition with the grass well mown, and the 

Club have acquired a superb clubhouse complete with toilet, a bonus for us oldies 

and the ladies. 

After the unfortunate incident last year the Club had banned any charging in the 

car park, and provided two heat resistant tables on the flightline for charging 

LiPo packs, a wise precaution. 

The weather was initially overcast with a stiff chill wind off the Blackpool seafront, 

but gradually brightened up during the day. 

A vast selection of models were flown ranging from the simplest ARTF to a 

Sunderland and even Lancastrian. A large Mustang with retracts flew well, but 

was spoilt in my opinion by the caricature Prince Charles in the cockpit. 

The raffle featured a (dare I say it) glow powered model as a prize, which had been 

built by the club as a project. All in all a grand day out, well done lads. 

E.F.-U.K. 25

26 E.F.-U.K.

E.F.-U.K. 27

28 E.F.-U.K.

E.F.-U.K. 29

Going to Harvard! 

by Dave Chinery 

Although a keen student of the Bring & Buy table I found no bargains at this 

year's AGM, but the previous BEFA indoor event, the 2004 Technical Workshop, 

yielded a real prize. Adorning the "Bring & Buy" table was a stunning scale 

model, ideal for my customary 14-cell set-up, a V-Mar Bombardier Harvard 2. 

The RAF's Tucano trainer is well-known, and had been extensively modelled, not 

least by our own Nigel Hawes. 

The Swiss Pilatus PC-9 is a competitor to the Brazilian Tucano, and several models 

of this aircraft are available, particularly a smart and inexpensive ARTF from 

Seagull Models. 

The Royal Canadian Air Force uses a version of the PC-9, license-built by Bombardier 

Industries, and calls it the Harvard 2, after the noisy radial-engined WW-2 trainer. 

Although the models are almost certainly manufactured in China, or a similar 

low-cost area, the V-Mar company is based in Canada. In their extensive range of 

models, they produce two ".45-size" versions of the Harvard 2, a red one, and 

another in dark blue RCAF livery. 

Using their new 3D detailing system, VCOTE 2 - 3DS, the model is covered with 

detailed and realistic panel and rivet lines, and sports a fitted cockpit with two 

pilots firmly harnessed in. 

The model that took my eye on the Bring & Buy was just that, and I was captivated 

by the potential for a really realistic electric model. With few exceptions (the 

Tucano being one) propeller-driven subjects for electric scale models are pistonengined 

types, like the Chipmunk or the original Harvard, for instance. 

Without going to the complication and weight of sound systems like that in John 

Ranson's He111, electric models just don't sound right. However, the Harvard 2 

is powered by a PT-6 turbine! Add the realism of the model's appearance, with a 

scale-like three-bladed propeller, and the "turbine" sound of an electric motor, and 

the potential for utter believability is high. 

Having closed a satisfactory deal at the Bring & Buy, the Harvard was carried 

home in triumph and put in my loft for several months. There was insufficient 

room in my garage to take another model this size, so it had to be put away until 

I made room. To do this, I decided to dispose of my other V-Mar model, the 

Chipmunk I reported on last year. 

Despite several attempts to sell it on eBay, the BEFA website and other places, it 

was still there in March, so in the end I stripped it of "gubbins" and consigned the 

airframe to the loft. With a Harvard-sized space freed-up in my garage, it was 

time to get to work! 

30 E.F.-U.K.

Oil get it done quickly! 

The original owner had built the model with glow power, so there was a considerable 

amount of work necessary for the conversion. Apart from the usual light oil film 

on the model, the biggest problem was the cowl, which had, understandably, been 

extensively cut away to clear the original engine. 

I contacted V-Mar's main importers, MacGregor Industries, at Langley, who were 

very helpful and found a spare cowl in a split-up kit. The cowl was red, to suit the 

other version of the model, but a quick spraying session on a warm spring day 

sorted that out. 

Having sorted the cowl problem, I stripped the oily bits from the model. The 

engine bearers, nosewheel, and fuel tank were attached either side of a removable 

firewall bolted to the front of the fuselage proper. All except the nosewheel were 

discarded, and the new motor offered-up to the "firewall". The airframe was 

thoroughly washed to remove as much of the oil film as possible, and I was relieved 

to see that the interior of the fuel tank bay was clean and dry. 

The GO bits! 

The motor removed from the Chipmunk was the original PJS 3000 unit I had 

assembled the model to test. Whilst working perfectly, this motor would not fulfil 

my intentions for the Harvard. 

The unusual arrangement of attaching propeller blades direct to the motor case 

meant that I would not be able to fit a three-bladed propeller eventually, and its 

The AXi 4140 motor & radial mounting kit. Note: thrust collar with allen key inserted 

E.F.-U.K. 31

large diameter meant severe butchery of the front of the cowl to clear it. 

I have two other models this size with Model Motors AXi 4120/14 motors, which 

are inexpensive and give a superb performance. I decided to buy another one, and 

this time take advantage of the radial mounting option made possible by the third 

bearing fitted to the latest versions of the motors. Puffin Models were able to 

supply the motor and adaptor kit. 

The radial mounting kit (see photo) contains a cruciform mounting spider, together 

with a threaded propeller adaptor which screws onto the "back" end of the motor. 

In addition to the necessary screws, a large collet is supplied, which fits over the 

normal shaft. At first, I was puzzled by this, then the penny dropped. 

Used normally, the shaft is retained in the stator housing by a small, thin circlip. 

Propeller thrust tends to pull the shaft out of the motor, unloading the circlip. 

However, used with the radial mount, this little circlip would have to take all the 

propeller thrust, and might not be "man" enough for the job. The collet is attached 

by a thread-locked grub-screw hard up against the circlip to back it up solidly 

against thrust loads. 

The mounting spider and propeller adaptors were then attached using thread-lock 

on the screws, and the motor was ready to mount. 

All the models I have seen so far with the radial-mounted AXi motors have a 

spacer box built-up to stand the motor the correct distance off the firewall. Peter 

Nicholson's big Corsair is a case in point. My original intention was to do this too, 

but I came up with a simple and more adjustable idea. 

Rather than have four screws to attach the motor to the box, then four more to fix 

the box to the firewall, I decided to mount the motor on four lengths of 2BA studding 

(see photo). "Penny" washers spread the load into the rather soft ply "firewall", 

and pairs of nuts are locked up tight at each end to attach the studding to that and 

the motor. 

I had to drill out the end holes 

in the motor spider to clear 

the studding, but that was 

the only complication, and I 

had the motor mounted in 

about half an hour. 

I was easily able to adjust the 

motor thrust line to give 

sidethrust and a little 

upthrust as well - this is a 

low-wing model after all. 

The weight of the mounting 

The AXi motor on the radial mount 

arrangement was probably 

32 E.F.-U.K.

higher than I could have achieved if I had tried to make it light, but I need a little 

nose-weight in this model. The intention was to allow the model to be used with 

NiCd or LiPo packs. 

Because of the difference in weight of the two battery systems (the 2100mAh 4S 1P 

LiPo weigh only 35% of the equivalent NiCds) they must be mounted on the centre 

of gravity, therefore I need the model to balance without them in place. A little 

weight in the nose (doing a useful job) is therefore good! 

To this end, I have also attached the 700mAh RX NiCd to the studding, and added 

even more nose-weight in the shape of a separate nosewheel steering servo. The 

model originally had a link to the nosewheel steering from the rudder servo, as is 

customary, but this would 

have seriously impeded the 

area where I wanted to 

mount the battery, so a 

separate servo killed two birds 

with one stone! 

The servo is mounted in the 

bottom of the "fuel tank bay", 

and the short pushrod 

features a springy "pigtail 

loop" (see left) to cushion the 

servo gears from the worst of 

The nosewheel servo shock absorbtion system 

the wheel shock loads. 

Weight & balance 

First, the good news! With the components arranged as described, the model 

balances perfectly with either or no battery installed. The bad news is that the 

weight with two seven-cell NiCd packs is nearly 8lb! The LiPo installation saves 

about 8oz., so will be used for the test flight, until the handling is checked-out. 

I would normally fit flaps to a model of this type and wing loading, but it has strip 

ailerons, which prevent this. I could separate the inboard ends of the strip ailerons 

and use them as flaps, with separate mini-servos to operate the outer ends as 

ailerons. 

However, I do not want to mess up the detailed covering to gain access to the 

"innards" to fit and connect the extra aileron servos, which would also add even 

more weight. I'll wait and see how easy it is to land ----. 

Flight of fancy! 

I didn't have to wait long to find out how well the Harvard would fly. The next 

Sunday yielded fine weather but with a stiffish breeze, enough to dissuade most of 

my clubmates from flying. However, in view of the weight and "solidity" of the 

Harvard, I considered the breeze to be an advantage in taking off, at least. 

E.F.-U.K. 33

To give the model its 

best chance, it was 

loaded up with the 

LiPo pack, and 

The “firewall” with motor, speed controller and nose wheel fitted 

passed all functional 

and radio range 

checks with flying 

colours. Having run 

out of excuses, it was 

time to see how it 

would fly! 

The throttle was 

opened smoothly and 

the model tracked 

rapidly down the 

runway, the nose 

wheel steering being 

used to keep it 

straight in the slight 

crosswind. 

Lift-off came well 

before the end of the runway, and she climbed rapidly at about 30° until I levelled 

her off and throttled back to a cruise climb at about 50ft. Climbing round the 

circuit, I found the controls to be smooth and positive, and the model tracked 

steadily through the rather gusty air. I found I could position the model wherever 

I wanted it, and made a few basic circuits to satisfy myself about the handling. 

The only adjustments I had to make were a couple of clicks of down elevator trim. 

The third time round, I applied full power whilst turning into wind and tried a 

loop. The sleek model carried good speed over the top, and I was able to throttle 

back to about ¼ power coming down the other side. I already knew that the 

ailerons were positive, and the loop was followed immediately by a roll. The rate of 

roll was less than I am used to with the Sukhoi and Vermont Belle, but entirely in 

character with the Harvard. 

OK, so this heavy model was fast and manoeuvrable, but how would it fare at low 

speed? Now well into the flight, it was time to try the low-speed handling. Climbing 

to about 150 feet, I throttled back and held the nose up as the speed dropped off, 

reaching nearly full up elevator before the nose dropped, slightly to the left. Power 

was restored and a power-on stall tried. This was similarly undramatic, so I made 

a few trial approaches for the first landing. 

Conscious of the model's cleanliness and speed, the final approach was made level 

at about 4 feet up as the speed bled off. The model tracked dead straight through 

the gusty air, and I was easily able to line it up with our narrow runway. It 

34 E.F.-U.K.

touched down "on the numbers" and rolled to a stop without a bounce, finally 

taxying back about 30 yards to the start of the pits. A perfect landing! 

As the LiPo pack was removed, it was found to be just warm, so the current drain 

was within limits. I was extremely satisfied with the way the model had flown, 

and although the wind was still increasing, I decided to see how it would go, some 

8oz heavier, on NiCds. 

After a five-minute wait to let the breeze blow through and cool the motor and 

controller, I made the second flight using two of my oldest seven-cell 2400mAh 

NiCd packs. In spite of the extra weight, it was hard to tell any difference in the 

flight characteristics compared to the LiPos. 

I tried some more aggravated stalls, and finally whacked on full up elevator and 

left rudder to try a spin. The model entered the spin positively to the left, taking 

up a proper attitude of about 45° nose down. After about two turns, I released the 

controls, and she stopped rotating immediately and came out into a dive, which 

was recovered with plenty of height left. The remainder of the flight was used to 

explore more advanced manoeuvres such as hesitation rolls, stall turns and Cuban 

eights, which she performed with flying colours. 

The second landing started like the first, coming in nicely lined-up, but a lastminute 

crosswind gust made her touch down in the slightly longer grass at the 

side of the runway, when she stopped very quickly. There was no damage, not 

The completed Harvard 2 ready to go 

E.F.-U.K. 35

even a bent nosewheel leg, but I took the hint and called the day's flying to an end 

even though I had more batteries ready to go. 

A couple of days later, I made 3 more flights, extending the model's repertoire as 

far as a rolling circle, but leaving the Lomcevak and Avalanche for another day! 

Debrief 

To summarise, I am delighted with the model's looks and flying characteristics. I 

found it exceptionally easy to land in breezy conditions, although it might come in 

a bit fast in a flat calm - I will have to wait and see! 

A few "tidying-up" tasks remain, including fitting a more scale-like 3-bladed 

propeller and spinner, and the plastic "oleo legs" need de-greasing and painting 

silver. It will then be ready for the new rally season, so if you want to see it fly, 

come along to one of the BEFA fly-ins during the summer. 

Meantime, for specifications and availablility of this model, or any of the others in 

the V-Mar range, contact MacGregor Industries on 01753 549 111 or at 

www.macgregor.co.uk 

A very happy Dave after the successful completion of the first flight 

36 E.F.-U.K.

Variable Pitch Propellers 

by Don Stanley 

Whist browsing through my Internet files, I came across a file called “varioPROP” 

which I downloaded in 2002. This is a variable pitch propeller that has 2, 3 or 4 

blades and is marketed by Ramoser Technik+Design. They claim that with the 

turn of a screw the propeller can be set to “exactly the desired pitch” and from the 

photograph it is of the type that rotates the blades to change the pitch. From my 

experience of designing and making and measuring propellers, I believe this to be 

a rash statement and I will explain why this is so. 

The pitch of a propeller is determined by the angle of the blade to the airstream, 

and the radius at the point on the blade that we are considering. It is defined as 

the forward motion made by the propeller as it “screws” its way through the air in 

one revolution of the blades assuming no slip between the air and the blade. 

This is generally called the “Geometric Pitch” which is dependent on the angle 

between the back of the blade and the plane of rotation. Most model propellers are 

of the constant pitch variety, which means that the pitch is the same along the 

blade and this gives the propeller its familiar twist. However, most commercial 

propeller makers usually incorporate a little wash out towards the blade tip. 

If we call the geometric pitch of a propeller P, the blade angle α, and r the radius 

of any point along the blade. 

Then P = 2.ð .r.tan α or α = tan-¹ (P/(2.ð .r)) 

A small error occurs here as the angle of the back of the blade is assumed to be the 

true aerodynamic angle of attack which is not quite the same thing. This is 

affected by the camber of the blades aerofoil section. The error is small and does 

not change the argument presented. 

So for a propeller of say 250 mm diameter and of 150 mm pitch (approx. 10” x 6”) 

we can calculate the angle α at various points along the blade (see table 1). 

Now we will increase the pitch by rotating the blade in the hub so as to increase 

the blade angle by 5°. We simply add 5° to each angle and recalculate the pitch 

r α p r new α new p 

25 43.7 150 25 48.7 179 

50 25.5 150 50 30.5 185 

75 17.7 150 75 22.7 197 

100 13.4 150 100 18.4 209 

tip 125 10.8 150 tip 125 15.8 222 

Table 1 Table 2 

We can see immediately that the pitch has increased but is now no longer constant, 

and has in fact acquired quite a lot of “wash in” The reverse happens if the blade 

E.F.-U.K. 37

angle is reduced so as to reduce the pitch, the blade acquires a lot of wash out. 

Neither of these extreme conditions is desirable in a propeller for the same reason 

that they are not desirable in an aircraft wing. It is hard to see how such a 

propeller can be set “exactly to the desired pitch”. 

I believe that this is the way that most variable pitch propellers work, including 

the full size ones, and is the result of twisting the entire blade to increase the 

pitch. To maintain a constant pitch it is necessary to reduce the twist as the blade 

tip is approached, which seems quite a difficult thing to do. To minimise the wash 

in when increasing pitch the designer could introduce a little wash out when set at 

fine pitch and also keep the increase of blade angle to a minimum. 

There is another way of varying the pitch of a propeller blade, and that is to 

increase its diameter. We will do this in table 3 adding 10mm to each radial point 

on our 250 diameter 150 pitch propeller, and recalculate the pitch. The pitch has 

increased as expected but we have a blade with some washout. If we reduce the 

blade diameter by 10mm we get in table 4 

r new r α p new r α p 

25 35 43.7 210 15 43.7 90 

50 60 25.5 180 40 25.5 120 

75 85 17.7 170 65 17.7 130 

100 110 13.4 165 90 13.4 135 

125 135 10.8 162 115 10.8 138 


The pitch has reduced but we have strong wash in. Combining the 2 methods by 

increasing the radius by 10 mm and rotating the blade by 2.5° gives us table 5. 

And increasing the radius by 20 mm and the blade angle by 5° gives us table 6: 

new r new α p new r new α p 

35 46.2 229 45 48.7 322 

60 28.0 200 70 33.0 286 

85 20.2 196 95 25.2 281 

110 15.9 197 120 20.9 288 

135 13.3 200 145 18.3 301 


If we decrease the radius by 10 mm and reduce the blade angle by 2.5° we get: 

new r new α p 

15 41.2 82 

40 23.0 107 

65 15.2 111 

90 10.9 109 

115 8.3 

Table 7 

105 

38 E.F.-U.K.

The collected results are shown plotted in the above graph and show the pitch 

change calculated in the various tables. 

Bear in mind that we are looking for the least variation in pitch along the blade. 

The plots for +20mm diameter with +2.5° angle and -20mm diameter with -2.5° 

angle give fairly decent pitch distributions. Hubs that incorporate a change of 

propeller diameter as well as rotating the blade to change the pitch seem to be a 

useful way of achieving variable pitch. 

I think that a propeller hub that allowed both rotation and extension to the blades 

in the correct proportion would be a complex, fragile and expensive item. However 

I have used the ideas to modify and extend my collection of Aeronaut folding 

propellers by making new hubs that give the blades a different diameter and at 

the same time there is an opportunity to change the blade angle by a few degrees. 

The photograph overleaf shows such a hub. The sidepieces are made from 1.85mm 

alloy strip and the centrepiece is of hardwood, in this case Ramin. The 3mm pivot 

holes are drilled with the sidepieces clamped together as is the 1/16” hole through 

the centre. The side arms and the hardwood centre are assembled and clamped 

using 24hr epoxy. A piece of 16 SWG piano wire is pushed through the centre 

holes for alignment and is removed after the clamps are in place. 

The width of the assembly is 12mm, and the centrepiece is 8mm wide to 

accommodate the Aeronaut blades. Small changes to the blade angle are achieved 

by twisting the open ends of the hub. Changes of ±5° can be introduced. The bolts 

are 6 BA steel. I have used this design for motors up to a geared Speed 600 and 

power levels up to 200W. 

E.F.-U.K. 39

A word of warning, if you are not confident in your engineering skills do not attempt 

to mess about with home made propeller hubs, for safety’s sake. 

You can contact me by email at dfamstanley@onetel.com 

(Editor: As I have some of the Ramoser varioPROP units, I thought I’d check 

one out. I took an 8B hub and 9.7” scale optic blades and set it mid-range at 6” 

pitch, which I thought would be the pitch the blades were optimised for. I 

measured the blade pitch angles and graphed the result, shown below.) 

40 E.F.-U.K.

A year of Flying with LiPo 

By Malcolm Mackendrick 

I have been flying electric powered models for about 8 years now and going totally 

electric about 5 years ago. I've also replaced the brushed motors with brushless in 

14 of 19 of my models. 

After the introduction of Li-Ion then LiPo batteries I read everything but did not 

plunge in as I had a considerable investment in NiCd and NiMH batteries and 4 

good chargers. I could go flying all day and until my lead acid batteries were down 

could charge up batteries faster than I could fly them flat!! 

Last year as several of my packs were in need of replacement, I bit the bullet and 

bought two 3S1P 1600mAh and a carbon backed 3S2P 3200mAh pack from 

Flightpower. (Editor: BEFA have told Flightpower on a several occasions about 

the risks of putting LiPo cells in a conductive, flammable cladding. If the pack 

does catch fire, it just adds fuel, and dangerous pollutants, to the flames.) 

The first aircraft flown with these packs were those where the CG variation by 

lighter pack usage did not change. My Crossfire which has an AXi 2814/10 was 

transformed to near vertical climb and about 14 minutes flying time. (I set timers 

for all aircraft leaving a reserve. The Crossfire is set at 10 minutes) 

My first charger was a Kokam basic giving up to 1.5A but very easy to use. I did 

not try and set up my Chameleon chargers for LiPo. Firstly I found programming 

it difficult and as I was using them to charge NiCds I had them on auto charge for 

that and couldn't rely on not having a "Senior Moment". 

All my battery purchases in the last few months have been of the same LiPo packs 

except that with 2 carbon cased 3S2P packs I decided that the extra 30g was 

undesirable. I now wire up all my aircraft to take as many packs in parallel as is 

needed for the output amperage required. 

For Example my Vasa ducted fan tailless jet uses 2 of the 3S1P packs. My biggest 

model with an AXi 4120/18 which used to use 16 cells of 3000mAh NiMH drawing 

about 45A and driving a 14" x 9" propeller, now has 2 of the 3S2P packs in series 

in parallel with another 2 of the 3S1P packs in series, making the final formula 

6S3P giving about 24v. 

I have had to prop down to a 13½" x 7" to get down to the recommended 40A for the 

motor. Again the flying has been transformed by the weight reduction, increase 

in power and best thing safe flying time has gone up from 5-6 minutes to 10. 

Earlier this year I bought an Astro Lithium charger and test discharged all my 

packs to see what capacities they had. Only one was down, this pack had been in 

a full vertical dive crash and was somewhat "crumpled", with it's capacity now 

was down from 1600mAh to about 500mAh. The voltage was still normal and I 

had flown it for about 3 months albeit being aware of reduced performance. 

E.F.-U.K. 41

After a club works party (mowing and hole filling), I put the pack on a spade blade 

and with an extended lead shorted it out to see what would happen - I had fully 

charged it first - it was NOT impressive. After several seconds the lowest cell 

inflated then gave out a large amount of smoke but no visible flame. All went 

quiet for a bit then cell no 2 did the same - again smoke only. The 3rd cell seemed 

to take even longer to change and repeated the blowing up and smoking. It is 

possible that the reduced energy content contributed to the low key event but it 

gave me a lot more confidence in the safety of these packs. 

My rules now about use of LiPo are- 

As only one or two speed of my controllers have LiPo set cut-offs, I always fly 

with a timer set on the conservative side. I usually set a new aircraft up with 

a low time setting and see what recharge is necessary and up my timer with 

experience. 

Always charge up all LiPo packs as soon after flying as possible and thus avoid 

going to the field with an empty or partially charged pack and maybe overusing 

it in the air. 

I standardised all my connecters to Astro-zero loss-type. This followed from a 

couple of years ago having "Senior Moments" and connected two expensive NiCd 

packs to each other when I used the usual Gold connectors. 

I have tried using the Deans type connecters as these also cannot be wrongly 

connected. However I have found that soldering tidily is difficult without softening 

the plastic mounts and also shrink wrapping the terminal ends is necessary. The 

result is untidy and heavier. I also found that the connection was so tight as to be 

difficult to plug and unplug easily especially in a confined battery box space. I 

ended up stripping them all out of my models and giving them away. 

I have recently given away 16 packs of NiCds and NiMH batteries and sold 3 of my 

chargers. I have even re-geared the Eco 8 and fly that on the 3S2P packs. Flight 

time is up, performance better and best there is no fade of performance as the 

battery discharges most of its energy content. 

One other thing - having seen a little Petrol generator driving a mains conversion 

power unit to drive chargers in the field I thought it a good idea, I bought one. 

Wrong move!! LiPo packs take so long to charge it is better to do it at home. Get 

another pack or two to increase number of packs available and on the field use lead 

acid as your fuel reserve. 

The lower charging rates of LiPo seems to punish the main battery less and I find 

that I do not run out of "Fuel" until I've had more than enough flying time and 

want an excuse to go home anyway!! 

Another charging innovation is to "Gang" up to 5 of my 1600mAh 3S packs even if 

they have been discharged to a different level. My Astro charger can give up to 8 

amps (I find 7.4amps on 3 cells seems the top). As the 1600 mAh packs will only 

42 E.F.-U.K.

safely accept 1.6A putting several packs in parallel enables the charger to 

simultaneously fill them all up. Any imbalances in the packs will even out as the 

lower voltage packs will take more current until they balance. I do charge in this 

case to the full voltage cut-off. 

(Editor: it is imperative that the maximum charge current for any single 

pack is not exceeded. If you charge cells or packs in series you need to 

reduce the charge current from the maximum stated to ensure that the 

lower voltage packs charge current is not exceeded. 

It is difficult to specify a safe limit in these circumstances but, if all the 

cells are the same capacity, 75% of the charge current should be OK. 

Where possible a lower current should be used. 

It is not recommended to charge different capacity (or even different types 

of cells with the same capacity) in parallel. If you must, the current needs 

to be set at a maximum of 75% of the current rating of the lowest pack, 

multiplied by the parallel cell count. 

Personally I do not buy packs of anything other than 1P, and connect 

packs in parallel and series as necessary to achieve the cell count and 

current rating I need. 

At home I normally charge at 75% of the rating of the pack, as there is no 

hurry and it is safer. With my 2 Schulze chamöleon chargers I can charge 

4 packs simultaneously if need be, although limited to 3S on the second 

outputs on each. 

If you want to check out the BEFA recommendations for LiPo cells, check 

out website at www.befa.org.uk/data-files/LiPo-Safety.pdf 

If you don’t have internet access, you can request a free copy by sending 

an A5 stamped addressed envelope to the Editor, address on page 4.) 

Charging time can be considerably reduced if you accept 80% charged packs which 

will still give full power but for a reduced flight time. The 80% point is reached 

when the charger goes over to Voltage regulated mode. 

Watch CofG positions when upgrading existing models. I have had to re-make the 

battery compartment in about 7 of my models to take into account the different 

shape and reduced weight of the LiPo packs. 

Have fun 

ps. Since the LiPo packs now come with "Balancer" module connectors I sent 

away (to Flightpower) 6 of my older packs to have them retrofitted. I asked them 

to check for any imbalanced cells. They found NONE. Considering that the oldest 

packs have been used at least 3 or 4 times a week since last June it would suggest 

that at least with light handed use (less than full theoretical discharge rate) good 

packs do not get much out of balance. 

E.F.-U.K. 43

The Yorkshire Air Spectacular 

by John Thompson 

April 9th dawned wet and windy for the second annual trade show at this venue. 

Previous events had been at the Great Yorkshire Showground outside Harrogate, 

but substantial increases in the rents had enforced a change. The last time I was 

here was for the World Championships last year when the weather was again 

unkind for most of the week. York has its own little weather system, being in a 

valley, so it is often entirely different to other areas in the county. 

The traders were all set up in good time but the crowds were missing! The YAS 

had done us proud with the BMFA stand in an excellent position, and this year we 

had featured electric flight with the BEFA on the displays. My Micro-Bipe attracted 

some interest and most of the questions were about LiPo batteries, it is amazing 

the misinformation people have about them. Maybe tomorrow would be busier as 

we were (hopefully) electric flying outside. Last year it was the LMA flying but 

they were too far out for most people to bother with them. 

Saturday night and we were glued to the TV for the weather forecast, and it was 

much better, though a bit windy. Sunday morning a bright and sunny start with 

a car full of models. A respite from the BMFA stand to get some flying in. 

One of the Protech Ultimates 

44 E.F.-U.K.

Inside the hall 

E.F.-U.K. 45

Andy Johnson had organised the flight line, and the stalwarts from the Brighouse 

Club had provided a caravan and TX control, doing a grand job all day. Our flying 

area was the public enclosure beyond the track, and was in full view of the 

Grandstand. It was a little on the small side, and featured a brick clocktower in 

front, which seemed to dominate your vision whilst flying. We flew mainly single 

slots with the restricted space, and the grass was fairly long so only a few models 

were able to ROG from it. Initially the wind was along the track, but it soon 

moved around 90°, which meant it was blowing around the clocktower causing all 

sorts of turbulence. 

A good selection of models turned up, but some wisely did not attempt to fly in the 

wild conditions. Andy and his team put on a lively show cavorting around with 

their Protech Ultimates - we assumed the manoeuvres were intentional. Chris 

Martindale was flying several models for Puffin Models using AXi motors of course. 

My Micro-Bipe suffered a controller problem and the Slinger had developed a cracked 

motor mount during the journey. The Diabolitin (now with LiPo), however, 

performed as usual and even managed to ROG, and the motor didn’t fall off! 

With no rain we had an enjoyable days flying, it is a pity that the modellers did not 

support it in suitable numbers. 

It is a shame that when people go to such trouble to put on an event that so few 

bother to come. It is an ideal place to meet your old friends, but doubt if it will be 

repeated next year. (Editor: Maybe it is simply that flyers only want to go to 

events they can fly at?) 

A model Bell 47 helicopter flying in the hall 

46 E.F.-U.K.

A Protech Ultimate hovering in front of the clocktower 

A selection of the models 

E.F.-U.K. 47

A Tale of Two Twins 

by John Stennard 

Say 'twins' and one's thoughts usually move to 'twin engines' or 'twin wings' and 

not to 'twin rotors'. However I've recently been enjoying flying two very different 

but equally impressive electric 'twin-rotor' helicopters 

The most exciting of the two has got to be the MS CH-46 Sea Knight but this is 

closely followed by the diminutive but hugely enjoyable Hirobo XRB Lama. Both 

in different ways reflect just how far micro electric helicopters have come in very 

short time. The first really successful commercial design, the Piccolo from Ikarus 

started an interest in these small machines that has grown to quite amazing 

proportions. There are literally dozens of relatively easy to fly micro helicopters 

available and every time I test a new one it seems to be better than the last. 

Our regular winter indoor sessions have shown just how popular these helicopters 

have become and six flying at a time in just a one basketball sized gym has not 

been unusual. 

I am regularly involved in giving talks to model clubs on the subject of indoor RC 

and sometimes in a cramped, pub 'back-room', an electric helicopter is all that I 

can demonstrate, although this is changing now that so many model aircraft can 

also be easily hovered. 

I am always looking for something different for indoor flying and the CH-46 is 

certainly that. This twin rotor helicopter is a fine example of applying the latest 

technology to a very difficult concept. Basically this helicopter would be un-flyable 

without the assistance of the two gyros linked to a microprocessor. While I'm not 

going to look in detail at this helicopter a short overview will explain how it works 

and why it is both very 

fascinating and satisfying to 

fly. 

Starting with the mechanics 

the rotor heads are two 

collective heads as used on 

the MS Hornet helicopter. 

These are mounted at either 

end of an aluminium and 

glass-board chassis. Each 

rotor head uses 3 servos that 

plug directly into the 

microprocessor unit and leads 

from the processor plug into 

the receiver. 

The forward gearbox and double-ended Twister motor 

48 E.F.-U.K.

The motor used is a double 

ended Twister brushless 

outrunner with a special 

controller that controls both 

motors and provides the BEC 

output. The front rotor is 

connected directly to the motor 

via a bevel gear while the rear 

is connected via an extension 

shaft and identical gear system. 

The two 'pilot authority' MS 

gyros also plug into the Rx and 

processor. These gyros regulate The motor, rear rotor drive shaft and control board 

the pitch and yaw of the cyclic. 

A seven channel MS receiver does all the work and all channels are used. 

Power is supplied by a Lithium Polymer pack and after experimented with packs 

ranging between 1500 and 2500 mAh I found that the 3S1P Kokam 1500 and 

Polyquest 1700 give at least 15 minutes flying time. 

Building the CH-46 was easy but setting it up was rather difficult and could not 

have been done without the help of Roger Hamilton at Skyline Models, the MS 

distributors. The problem was that the setting up requires a high degree of channel 

mixing because of the different head angles and flight characteristics. The motor 

control also requires to be set for a constant speed so that the throttle stick really 

only controls the blade pitch. 

The completed mechanics in flight 

E.F.-U.K. 49

First flights were done without the body in place and I quickly found that the CH- 

46 was actually very in stable in roll but it needed the gyro controls to be set to 

their maximum for pitch and yaw The pitch control was particularly sensitive 

and eventually I dialled in 35% negative expo. Once all the adjustments had been 

made and confident that I could handle the model I fixed one half of the body in 

place. Flying a more 'solid' model proved to be easier and I was soon flying circuits 

and nose in hovering. 

My euphoria was quickly deflated when I suffered a blade strike. The rotors are 

set to intermesh and the locating pin on the front rotor had come out. This had 

allowed the front rotor to slip on its shaft and the blades had touched. I subsequently 

found that these pins need to be 'locked' in place with a dab of epoxy to avoid any 

possibility of this fairly disastrous situation occurring. 

The next stage was to add the other half of the body and the model was now 

extremely realistic from both sides. It also stopped comments like 'can't you afford 

the other half'! 

Once confidence has been gained the CH-46 is not at all difficult to fly. It is 

extremely steady in the hover and even pirouettes nicely. One big advantage is 

that there is no tendency to roll due to the stability given by the opposite rotating 

rotors. The yaw control is very effective and not overly sensitive to control inputs. 

The pitch however is a different matter and is very sensitive. This is no doubt due 

to the fact that both rotors tilt forward and back together so the control is 

particularly effective. While clearly not for the novice anyone who can fly circuits 

and hover 'nose-in' could fly this model. 

The CH-47 complete with both body shells 

50 E.F.-U.K.

John flying the completed CH-47 

The CH-46 could definitely lift an underslung load and it's something I want to try 

having already done it on the next twin-rotor, the Hirobo XRB Lama. 

The umbilical-cord version of this model has been around for some while so it was 

no surprise when Hirobo introduced an RC version. This model is a very different 

concept as it uses contra-rotating blades powered by 2 high quality coreless motors. 

The Hirobo XRB Lama 

E.F.-U.K. 51

Hirobo really have produced 

a delightful little scale model 

which in spite of the twin 

rotors looks very realistic in 

flight, in fact one tends not to 

notice the rotor situation 

when the model is flying. 

I bought the version without 

the TX from Model Aviation 

Ltd. The Lama actually has 

a 'dial-in' setting for different 

makes of transmitter. This 

also detects whether the TX 

is set for mode 1 or 2. 

A close-up of the detail on the Lama 

This is a great feature as I've 

popped my TX Xtal into the mode 2 transmitters of several friends and they have 

been able to take a turn with my Lama. 

The Lama comes with a 2S1P 720 LiPo pack and charger with a 'dedicated' 

connector. My first job was to make up a 'patch' lead so that I could use my own 

740 LiPo packs that are fitted with Deans micro connectors. I also found that 

Puffin Models have an excellent E-Tec 2S1P 700 pack that is a perfect fit in the 

integral battery tray. All the battery packs give 15 - 20 flight duration. 

The Lama in flight 

52 E.F.-U.K.

The Lama uses contra-rotating rotors each driven by its own coreless motor. The 

upper rotor blades purely rotate and provide lift while the lower have a full cyclic 

action via two special integral servos. Yaw control is achieved by controlling the 

individual rotor speeds and the integral gyro provides an exceptionally stable hover 

using the same method. 

Height control is established by increasing the speed of both rotors simultaneously. 

Roll and pitch are provided via the cyclic servos. All these work together to provide 

quite amazingly precise and accurate control. You really can fly this model in a 1 

m square space, or 1m3 if you like! 

The Lama comes equipped with two different flybar weights. The heavy set make 

the model fly in such a stable manner that is actually quite hard to get it the 

respond to control inputs. However when fitted with the lightweight paddles it is 

far more responsive and can be flown in a relatively dynamic manner. 

Many of the standard helicopter manoeuvres such as pirouettes, circuits and nosein 

hovering are clearly easier to fly with the 'built-in' level of stability but still 

have to be learnt. 

Once the basic handling techniques have been acquired circuits can be flown at a 

surprisingly high speed considering the top rotor is always try to stabilise the 

Lama and insist on it hovering! 

Included with the Lama are two sets of 6 spare blades. These are required even if 

you are an experienced 

flier as they are made of 

a Depron type material 

and designed to break 

easily. This avoids any 

damage to the rotor head 

parts. 

While most of my flying 

with the Lama has been 

done indoors it can be 

easily flown outdoor in 

zero wind conditions. 

However it is very 

sensitive to any wind 

and difficult to control in 

even a light breeze. 

Two things I have done 

with my Lama are to 

equip a second body with 

a red, a green and two 

An example of the load lifting capability 

blue flashing LEDs 

E.F.-U.K. 53

powered by a single 40 mAh LiPo battery and to experiment with load carrying. 

The underslung load carrying has been very successful and releasing is easy but 

actually picking the load up in flight is more difficult. 

There is no doubt that the Lama concept particularly suits modellers who are 

fascinated by helicopters but severely doubt their ability to fly one. Once trimmed 

a take off and perfectly stable hover can be achieved by just using the throttle 

control and it will continue to hover 'hands-off'. 

While more skills have to be learnt to really fly the Lama around some of the 

initial problems have been removed. As far as I am concerned it is the best 'fun' 

helicopter that I have ever flown and the only one I have flown around the lounge. 

Be careful though as the downwash from two sets of blades can quickly destroy 

flower arrangements and rearrange any other loose items in your lounge! 

Similar versions from other firms are available from Paul Gunn at 

www.liteheli.com 

Electric helicopters are more popular than ever and it's easy to see why when they 

are so attractive and fly so well. 

Flight outdoors is also possible in calm conditions 

54 E.F.-U.K.

The 51st Toledo RC Exposition 

by Raymond J. Foley (rayfoley@earthlink.net) 

The 51st Annual Toledo Radio Control Exposition was presented by the Weak 

Signals RC Club on April 1-3, 2005 at the Sea Gate Center in downtown Toledo, 

Ohio, USA. I have attended this show yearly since 1969 and have watched the RC 

hobby evolve in ever fascinating ways. Digital proportional was relatively new in 

1969 but now the features and programmability of the computer based radios is 

mind boggling and also pretty easy. 

My area of interest is e-flight but I am totally amazed by the gas turbine jets, the 

giant scale airplanes, the sailplanes, and so forth. Being an electrical engineer I 

was drawn to some interesting leaps forward in electronic stuff. 

Castle Creations was showing prototypes of ESCs which are for really serious 

motors like the F5B welder motors and the 1/4 scale airplanes and up. The ratings 

were astounding by any measure. There were three controllers in the family. 

The first unit has 50v rating with 90A surge and 45A continuous. The second 

unit has 50v rating with 140A surge and 85A continuous. The third unit has 50v 

rating with 200A surge and 110A continuous. The units have 10 AWG (~12 SWG) 

stranded wire to carry all this current. 

The units have a common interface board and 1, 2, or 3 MOSFET power boards in 

parallel. Each power board has 36 MOSFETs to carry the current load. Liberal 

use of heatsinks to spread and dissipate the heat was observed. 

Castle Creations prototype 50v 45A, 90A and 135A controllers 

E.F.-U.K. 55

The very large AXi, Plettenberg, Neumotors, Torcman, etc., motors finally have 

serious industrial strength controllers for improbably large airplanes. They are 

also Phoenix Link compatible. A Castle Creations teaser for the future, 85 to 100v 

ratings, 150A surge, and 120A continuous, that's 10 kW to 12 kW (13HP to 16HP). 

Good Lord, what next? More info at www.castlecreations.com 

I found a nifty little device from Winged Shadow Systems called the RC Reporter. 

This 5g device plugs into any spare servo channel and mounts in the airplane. If 

you lose your airplane in high crops, the piezo speaker will loudly play a tune to 

help you locate the errant plane. If the radio signal is lost, it will play its tune 

loudly. There is also a volt meter function for monitoring the receiver battery 

voltage which is very cool. 

But the neatest thing it does is keep a total of glitches which occur during a flight 

which you can monitor after landing. By the way if you prefer there is a 

programming device which lets one download phone ring tone files to customize 

the sound. Imagine Wagner's "Valkyres" coming forth from your scale Huey, how 

apocalyptic! More info at www.rcreporter.com 

The RC Reporter guy and his products 

Eagle Tree Systems showed their Seagull system which is a real time information 

down link and readout. The airborne system can monitor voltage, rpm, 

temperature, current, wattage, g-forces and many others. 

56 E.F.-U.K.

The LCD readout is mounted on your TX antenna and you can choose what 

parameters you want displayed in real time. The flight data can also be downloaded 

to your computer for analysis and graphical display. This would be great for 

turbine applications and high power electrics. Further teaser: GPS capable. More 

info at www.eagletreesystems.com 

Screen shots of the Eagle Tree systems down link and real time display 

The people at Startek Systems were showing a real time video downlink system in 

colour no less! You mount a miniature video camera and downlink transmitter in 

the airplane and connect the receiver to a TV, VCR, or computer to view the flight 

from the left seat in real time. The picture of a working system shows yours truly 

taking the picture. How terribly cool! More info at www.smartek.com 

Yours truly in he display of the Startek Systems video downlink 

E.F.-U.K. 57

Dan Schwarz at FoamFly.com has recently perfected 

his computer controlled foam cutting machine and is 

delivering some amazing foamy indoor and outdoor 

models and accessories. The photo shows his profile 

DC3/C47 twin and his foamy wheels as well as a 50p 

coin for scale. His model called "the Frog" is made of 

light green foam and flies great. The "Flying Shark" 

model must be seen to be believed. He also supplies a 

full line of GWS motors and other small e-flight stuff. 

More info at www.foamfly.com 

The Foam Fly DC3 / C47 profile foamy twin 

Azarr at E-cubed RC was showing his "Antenna-Lite" replacement antennas for 

indoor and not necessarily close in outdoor flying. I use these amazing antennas 

and have had no problems with reception during the winter indoor season. The 

"Antenna-Lite" is modestly priced and is available for North American and European 

frequencies. Azarr also supplies a full line of APC propellers and brushless motors 

and controllers. More info at www.e-cubedrc.com 

The good folks at West Mountain Radio were demonstrating their Computerized 

Battery Analyzer and their Rig Runners. The CBA is used to test virtually any 

battery at real world loads and graph the result in real time when connected to 

your PC via an USB cable. 

The Software to drive the CBA plots the discharge of a battery versus time and can 

save the test results, overlay the test results with previous tests to look for 

improvements or degradation in performance of the battery. You can also plot the 

58 E.F.-U.K. 

Foam Fly foamy wheels

esults to your printer for 

hard copy and a host of other 

amazing features. The Rig 

Runners are dc power 

distribution hubs with 

internal protection circuitry 

and automotive type fuses for 

each of the multiple outlets. 

The system is built up around 

Anderson Power Poles for 

easy connection of your supply 

and dc devices like chargers, 

cooling fans ala Bob Kopski's 

Big Blow or whatever you 

have that uses 12vdc. Screen capture showing several battery tests overlaid 

I use one of the 6 outlet versions and it really has reduced the wiring clutter on the 

building table. More info at www.westmountainradio.com 

There was so much to see and so many vendors at the Toledo Show that one could 

write a book, but you know publishers. Tut tut. The scale airplanes were amazing. 

There was a 50% scale Gee Bee with a two cylinder gasoline engine and a prop 

which costs more than most of my airplanes, outstanding. 

There was a stand off scale Boeing 747 with a space shuttle mounted on top, 

engines in the pylons not turbines, about a ten foot wing span and eight foot 

length, stupendous. The quarter scale and larger were a dominating presence 

with show stopping finishes which I can't imagine painting, and would be wary to 

fly. These are real budget buster airplanes but astounding. There was one that 

had four geared Hacker Motors belt drive reduced to a 30" propeller, four ESCs, 

four huge LiPo batteries, and untold servos and complex electrical system, mind 

boggling but wonderful. The sailplanes were truly exquisite, long skinny wings 

that just demanded a winch. The foamy profile planes were available is so many 

styles and colours and sizes 

it would be impossible to 

recount. New small brushless 

motors seemed to pop up like 

mushrooms wherever you 

looked. War planes, acrobatic 

planes, boats both scale and 

racing, the list goes on and 

on. If you ever get a chance 

to come to The Toledo RC 

Exposition, you won't go away 

disappointed, overwhelmed 

An excellent 1/2 scale Gee Bee racer 

maybe, but not disappointed. 

E.F.-U.K. 59

Hints & Tips 

An occasional series of useful ideas 

A couple of different ideas from Clay Ramskill, Arlington, Texas. 

Antenna Keeper 

What do you do to keep the 

end of your antenna in place? 

A short (1/2” / 12mm) piece of 

fuel tube does the job nicely - 

cut two slots in it about 1/2 

way through. 

Squeeze the tubing to open up 

the slots, and thread the 

antenna through the slots as 

shown right. The tubing can 

then be slid up the antenna 

as desired. 

The tubing will not beat your aircraft to death as the antenna whips around in 

flight, will hold the antenna securely, and yet in case of (ugh!) a crash, the tubing 

will slide right off instead of breaking the antenna. 

Building Light 

Okay, so we all know that we want our planes to be as light as possible. How do 

we do that, especially with a kit already in hand? 

WOOD 

The first and primary rule is do NOT use heavy wood!!! Select your wood at the 

hobby shop. Get good, straight grained balsa pieces and compare the, then buy 

the lightest. If you buy mail order, get contest balsa (4 to 6 lb./ft3 / 64 to 96 kg/m3 ) 

or "light" (6 - 8 lb./ft3 / 96 to 128 kg/m3 ) wood and hope for the best. With a kit, you 

may have to throw out some wood and replace the heaviest with lighter stock. 

GLUE 

Use light glue - CA is the best for the weight, aliphatics come next, and epoxies are 

the worst. Where you feel you must use epoxy, such as on your firewall or landing 

gear blocks, use as little as possible. 

PLY 

Plywood is heavy, but necessary in some spots - firewalls, landing gear plates, and 

some formers need to be ply. But use it sparingly, substituting lite ply or even 

balsa ply if you can. But where bolts are involved, you should use aircraft ply. 

60 E.F.-U.K.

Even using the ply, we can shave some weight. For instance, 3/16" (4.8mm) ply is 

enough for most firewalls and landing gear plates - throw out the 1/4" (6.4mm). 

Further, use the strength of the engine mount. If it's a one-piece mount, you don't 

need the wood inside the bolt pattern. Cut it out, stuff the hole with balsa. The 

same goes for a plate for mounting landing gear. 

Wing mounting blocks can be cut down - moving the bolts back an inch may allow 

you to cut an inch off the front of the blocks. 

Ply formers can usually be trimmed from the inside, ply fuselage sides can usually 

stand larger lightening holes. 

CUT AND CHOP 

Lightening holes can be cut in balsa fuselage sides and on the top (you may want 

to keep the fuselage bottom solid. Thinner balsa may often be used for top and 

bottom cross-grain planking. Hollow or eliminate large blocks, such as are often 

supplied for wingtips. 

BUILD UP 

Ailerons, rudders, and fins/stabs may be heavy 1/4" - 5/16" (6 to 8mm) solid balsa. 

Building these up from 1/16" (1.6mm) balsa skins with trusswork interiors gives 

you a light, stiff structure, perhaps even stronger than the originals. Building up 

these surfaces may also be preferable to using the original solid wood with lightening 

holes. Skinned "built up" structures are considerably stiffer than open frame 

construction, but not as light. 

E.F.-U.K. 61

FOAM WINGS 

Foam wings can also be improved upon. Note that using light wood for wing skins 

and minimal glue applies here, too. 

Consider that the actual bending loads on the wing are greatest at the centre, 

ranging down to near zero at the tips. So strength can be tapered off as we go out 

to the tips. Skin and foam may be cut away increasingly progressing outboard 

toward the wingtips; this is best done behind the thick point on the wing. 

BUILT-UP WINGS 

The same principles apply; strength (and weight) can be cut out near the tips. 

Spars can be of thinner stock. Gradually cut the thickness of the webbing to 1/32" 

(0.8mm) out at the wingtip. 

Note: The above is fine for flight conditions - but if you "catch a wingtip" on landing, 

that's another story! 

COVERING 

Not all coverings weigh the same! The low-temperature Mylar is lighter - fabric is 

heavier. Even among the "standard" coverings, the weight varies - Monocote is 

lighter than Ultracote, for instance. Colour also makes a difference - lighter colours 

are heavier! It takes less pigment to colour something black than white! And 

don't have any large overlapping areas on your covering, that's just added weight! 

SANDING 

Can anything be simpler? The more you sand, the less your plane will weigh! 

Obviously, this could be overdone - but at least sand in curved corners when they 

are shown on the plans. That sawdust may not seem like much weight, but it all 

adds up. 

BALANCE 

DO NOT ACCEPT adding any lead to a plane! The exception is an ounce or two in 

the wingtip to balance laterally. 

62 E.F.-U.K.

Move servos, battery, and even the engine to avoid adding lead to your plane. 

Bolted or glued in lead is unnecessary weight - and adds extra loads to your airframe. 

Scale builders may be stuck with this - quite often scale planes tend to be heavy 

anyway; adding lead becomes the "last straw" leading to the stall, snap, crash 

tendencies of some of those planes. 

EXOTICA 

There are more exotic measures taken to save weight - usually in larger, more 

complex aircraft. Modellers use aluminium, Carbon and Boron fibre, expensive 

honeycombs, and Kevlar to increase the strength-to-weight ratio. All this stuff is 

expensive, but worth it when performance is the prime consideration. 

SAFETY 

You must keep in mind that whenever you make changes to a design specification, 

YOU are now responsible for the aircraft's integrity. 

Most model designs are heavily overbuilt - but it's always going to be up to you to 

decide what is overbuilt and what isn't. We're not rocket scientists (and neither 

are the designers!), so don't be afraid to ask an experienced modeller (preferably 

several!) about modifications that you're not sure of. 

Don't be reluctant to experiment! If a ply former seems heavy, try making a 

duplicate of balsa ply, and compare. Try doing a built-up stab (they're easy, really!) 

and compare weight and stiffness with the solid version. 

FINAL THOUGHT 

Keep weight in mind constantly as you build. Would EZ hinges be lighter than 

the conventional hinge-pin type? Can I use shorter (lighter) bolts than the ones 

the kit supplied? Is this piece of balsa too heavy? 

An ounce here, a half-ounce there - it all adds up! 

E.F.-U.K. 63

Electric Flight Calendar 

If you would like details of your event to appear in these pages please send full 

details to the Editor EF-UK, contact details on page 4. Please bear in mind that 

this magazine is quarterly so ensure that the details are sent in good time. 

For last minute information on events please check out the events list on the 

BEFA website (www.befa.org.uk). 

Dates, times and, even, locations of events can change at the last minute. You are 

strongly advised to check on events with the given contacts before setting 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 flying fixed wing models, any of the fixed 

wing ‘A’ certificates are acceptable. For helicopters, a helicopter ‘A’ certificate will 

be required. 

All flying models must have been satisfactorily flown at least twice 

before flying at a BEFA event - NO TEST FLIGHTS ON THE DAY. 

July 2005 

2nd BEFA ElectroSlot & E400 League Event at Middle Wallop. Details 

from Bob West at robertj.west@tesco.net or 07970 238 704 

2nd - 3rd BEFA Festival of Flight at Middle Wallop. Yet again JéPé has 

confirmed attendance and hopes to bring more speed freaks this time. 

We have managed to negotiate a reduction in the entrance fee this 

year, which will be £6 per person, per day. At the time of writing it is 

still to be confirmed, but it is likely that fly-in pilots will only have to 

pay the field entrance charge. For up to date details see 

www.befa.org.uk or call Jan Bassett (Editor, see page 4). 

3rd Ebor Electric Fly-In at York Knavesmire (racecourse). For more 

info ask Mike Proctor at mike@mproctor.demon.co.uk on 01904 

489 386 or Eric Leadley on 01904 422 615. 

9th - 10th Sandhays Scale Gliding Association Electric Fly-in. The 

location is near Bishop Norton, Lincolnshire (OS Land Ranger Grid 

Ref TF021932). Proof of insurance required. Entry fee £3 per pilot 

per day or £5 for both days. For more details contact Gordon Veal by 

email at wgveal@globalnet.co.uk or phone on 01673 842 581 

16th - 17th Model Expo 2005 at the NEC, Birmingham. It has been confirmed 

that the BEFA will be at the show again this year, see you there. 

64 E.F.-U.K.

July 2005 (continued) 

10th You are invited to attend the first E-Soaring 200 event at Wetlands 

(near Retford). Only channels 56, 58, 60, 62, 64, 66, 68 & 70 are 

available. It is anticipated that a second event will be held in the 

Autumn and will incorporate any changes to the rules which this 

event might highlight. 

This event has been developed by members of the BMFA Silent Flight 

Technical Committee over the past year in an attempt to produce an 

Electric Soaring class with potential for FAI adoption. Click here for 

the basic rules. For more details or to enter please email Mike Proctor 

at mike@mproctor.demon.co.uk 

17th PANDAS (Pontefract & District Aeromodellers) Grand Electric Fly- 

In at Pontefract Racecourse (not Park entrance, junction 32, M62, 

few hundred yards south, right into white gates, then right again to 

site). 10 am to 5 pm. BMFA Insurance essential. All legal frequencies. 

Sorry no overnight camping. Free aeromodellers boot sale. Traders 

welcome. Contact John Thompson on 01924 515 595 or 

Johnty99@ntlworld.com for information. 

24th BEFA ElectroSlot & E400 League Event at Leamington Spa. 

Contact Bob West at robertj.west@tesco.net or 07970 238 704 

24th Bath SpaRCS All Electric Fly-In at RAF Colerne, Wiltshire. 

Airfield site with grass & tarmac runways. No competitions. Proof 

of BMFA insurance required. Regret no facilities for spectators. Pilot's 

brief at 10am. Contact Bob Partington on 01225 891 441 or email at 

bob.partington@ukonline.co.uk for more details. 

August 2005 

7th BEFA Fly-In at North Leamington School, Royal Leamington 

Spa. 

14th BEFA ElectroSlot & E400 League Event at York. Contact Bob 

West at robertj.west@tesco.net or 07970 238 704 

27th - 29th BMFA British Silent Flight National Championships. The 

ElectroSlot and E400 events at this years Nationals will not count 

towards the BEFA league event scores. 

28th The 13th international RMVC Cumulus Electric fly-in & DIY 

e-motor meeting in Winssen near Nijmegen in the Netherlands. 

For extensive information about the event and location see their website 

at http://home.hetnet.nl/~ronvans/ 

E.F.-U.K. 65

September 2005 

4th BEFA Fly-In at Cranford Park, Hayes (just off J3 of the M4). 

This event is provided with the kind cooperation of the Hayes & DMAC 

and Cranford Park. For more information contact Dave Chinery at 

DavidDchinery@aol.com or on 020 8573 4687. 

10th BMFA Northern Area presents the Annual Pudsey Swapmeet and 

Indoor Fly-In. Swapmeet doors open 8.30 close 12.00 noon. 

Admission free - one free table per BMFA member. Flying 12.30 to 

5.00 pm in alternate Free Flight and RC slots of 30 minutes each. 

Free flight. Low key competitions for Scale (rubber, CO2, or 

electric), Foam 2000 / Butterfly; Civic / Mini Hangar Rat / Mini 

Gyminnie Cricket; & Dart. Details from John Godden on telephone 

0113 252 1002. 

Lightweight RC. BMFA members only. Due to the sensitive nature 

of this venue, only slow flying models up to 160g allowed. More 

from John Thompson at johnty99@ntlworld.com or on telephone 

01924 515 595 

10th - 11th Control-line Carrier Deck Event at the Pontefract and District 

Aeromodellers flying site, Pontefract Racecourse, Pontefract Park 

Junction 32 of the M62, Yorkshire. 

Great fun, have a look and possibly a go on Saturday. Sunday is the 

main competition day with results counting towards the ‘Merco Cup’ 

competition. Contact Stuart Oddy on 01924 493 424 or Trevor Jones 

on 01924 820 175 

11th BEFA ElectroSlot & E400 League Event at Wetlands. Contact 

Bob West at robertj.west@tesco.net or 07970 238 704 

11th The Ray Holt Scale Fly-in at the Pontefract and District 


Junction 32 of the M62, Yorkshire. 

The Ray Holt Trophy for best placed Pontefract member. Classes for 

Large Monoplane, Small Monoplanes, Large Biplane and Small 

Biplane Contact Trevor Jones on 01924 820 175, or Tony Waite on 

01132 866 371 

18th Pillerton Hersey Electric fly-in courtesy of John Lewthwaite. 

Proof of insurance is required. For more information contact John 

on 01789 740 688 

25th BEFA ElectroSlot & E400 League Event at Pillerton Hersey. 

Contact Bob West at robertj.west@tesco.net or 07970 238 704 

66 E.F.-U.K.

October 2005 

2nd Unlimited Scale Competition at the Pontefract and District 


Junction 32 of the M62, Yorkshire. F4C flying schedule, low-key 

static element. Contact Philip S Kent on 01274 873 069 

November 2005 

6th BEFA Technical Workshop at the Royal Spa Centre, Royal 

Leamington Spa, Warwickshire. More information in the next issue, 

or check out the BEFA website. 

FOR SALE / WANTED 

Member's Sales & Wants 

For Sale by Ken Paulson. For more information contact Ken on 01332 881 584. 

• Futaba FF8 Transmitter with manual, carry case & neck strap - 

all in very good condition, price £120. 

• Graupner Speed 600 7.2V with Kruse Synchro-Gear belt drive 2.25:1, 

Teutonic Perfection - £25 

• Master Airscrew gearbox with 7.2v 600 motor, only £10 

Neil Stainton is selling the following items. All are plus postage or can be picked 

up from Leamington Spa. Contact Neil Stainton on 01926 314 011 or email him at 

Neil@ITpartnership.com 

• Schulze 6-636+ 8A charger for 1-36 NiCd / NiMH cells & 1-11 LiPo cells. 

V8 software: £179 

• New Blade Runner indoor helicopter, including 27Mhz R/C, LiPo 

battery & charger: £49 

• Hornet Helicopter FP VGC, with carbon blades: £35 

• GWS PG03 gyro: £19 

• Blue Arrow 4.3g servos, new, boxed £8.95 each 

• Blue Bird 3.4g quality micro servos with coreless motor £11.95 each 

Dennis Hey is selling CD-ROM motors £ 2.00 each, or 2 for £3.00, postage 

included. Contact him at dennis@hey13.freeserve.co.uk or 01943 862 761. 

Wanted: A Mini Laser 3D kit preferably not started, but a built model in good 

condition also considered. Contact Gareth Hodges on 01873 830 808 or email him 

at Gareth.Hodges@btopenworld.com 

E.F.-U.K. 67

Neil Stainton wants a Simply the Best 1.8 - whole model or wing only, in 

any condition. Contact Neil at Neil@ITpartnership.com or on 01926 314 011 

Gareth Hodges wants a Hacker B20-15L and 4:1 Gearbox, must be in good 

condition. Call Martin on 01873 830 808 or at Gareth.Hodges@btopenworld.com 

For Sale by Martin Collins. Call 01908 583 545 or 

email kartman.nascar24@btinternet.com. Can 

be collected from Milton Keynes 

• KYOSHO T-33 in Thunderbirds aerobatic 

colours. Comes with the motor & fan unit 

installed (I was told it was a WeMoTec fan but 

I cannot confirm it). Good condition apart from 

a couple of missing decals. Price £60 (no offers). 

• RIPMAX ARTF SPITFIRE fitted with AXi 28/ 

20/10 and model motors brushless controller. 

The Spitfire has 2 mini servos in it (aileron/ 

elevator) and comes with an 8 cell 2400 Sanyo 

pack and 11" x 7" propeller. Just fit your 

receiver to make it a flyer, selling due to house 

move and other projects it has only 6 flights 

from new on it, price is £200 

The items below are for sale by Trevor Wain, contact at trevorwain@tiscali.co.uk 

or on 01332 792 508. 

• Puffin Models Elegant, 2.6m glider / electric glider. Flown twice, but 

other interests took over - no equipment fitted. Offers around £100. 

• Kontronik Smile 40-6-18 opto, brushless, speed controller, 40A 6- 

24V with Kontronik 4mm silver connectors on the output and Schulze 3.5mm 

connectors on the input and has been used twice. He would like to exchange 

for the same or very similar with BEC or sell for £65. 

Wanted, by the Editor, any of the following: 

• General / Technical Articles or Hints & Tips. 

• Product Reviews, New products & items of interest. 

• Electric Flight Event write-ups. 

• Photographs of your models. 

Please send Digital photos or photographic (6” x 4” or bigger) prints to the editor. 

Photographic prints supplied will be returned, unless specified otherwise, if you 

supply a return address. Digital photos should be sent at the highest resolution 

possible, in colour, and uncompressed or low compression. Please do not send 

inkjet prints as too much quality is lost. Please send as many details of models as 

possible but at least span, power train, battery used & flight performance please. 

68 E.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 another discipline. Whatever your situation, help and advice is available. 

BEFA has prepared an information sheet which details further sources of 

information which you may find useful when just joining the hobby. To receive a 

copy, please send a Stamped Addressed Envelope (S.A.E.) to Robert Mahoney, 

address on page 4. 

BEGINNER'S GUIDE 

A Beginner’s Guide to Electric Flight is available, which explains many of the 

‘Mysteries' of Electrics’ and will, hopefully, set you off on the right foot. Please 

send £3.00 per copy required to The Editor of EF-UK at the address on page 4. 

Please add £1.00 extra for overseas postage and remit in Sterling. Cheques should 

be made payable to BEFA. 

TECHNICAL HELP SERVICE 

Technical help is now available again for the use of all members. We regret that 

no telephone service is available, but all questions in writing (or email) will be 

answered by our Technical Liaison Officer (TLO). Please refer your queries to our 

TLO, to the postal or email address on page 4. If sent by post, please ensure that 

you include an S.A.E. for a reply. 

CONNECTIONS SERVICE 

Requests are frequently received from members who wish to be put in contact 

with other members living in the same area. The easiest method of doing this is 

to place a free 'wanted' advert in the classified section of this magazine. 

Alternatively, a request may be made IN WRITING to the Membership Secretary 

who is allowed to divulge such information to members ONLY. Please supply as 

much information about your location as possible and please remember to include 

an S.A.E. for your reply. 

B.E.F.A. MEMBERSHIP 

Membership of the Association is open to all. Those who are not members of 

BMFA (our national controlling body) will have a subscription to EF-UK membership 

with none of the other benefits. Overseas members are very welcome and will be 

classed as full members if they belong to their own national controlling body. 

CONTACT 

For full details, please send an S.A.E. to the Membership Secretary (address on 

page 4) requesting a membership application form. Those with Internet access 

may visit the B.E.F.A. website at www.befa.org.uk where you will find all the 

membership information you should require and a application form. 

E.F.-U.K. 69

70 E.F.-U.K. 

B.E.F.A. Sales 

BEFA Round, Coloured Rub-down Decals - Ultra-thin & light - 50p each 

EF-UK Back Issues - Issues 71 to 73 and 75 to 77 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, contact the Editor for details (see page 4). 

EF-UK Index. A comprehensive index of EF-UK, from issue 28 to date, is available 

by sending a £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 with gold lettering on the spine, these cost £4.50 each including U.K. 

postage. Please add £1 for European postage and £2 for Worldwide postage. 

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 Mahoney regarding remaining stock, sizes and prices. 

PLEASE REMIT IN STERLING ONLY, 

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

Advertisers Index 

BEFA Sales................................................................. 70 

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

For Sale / Wanted ....................................................... 67 

Hyperflight.co.uk ........................................................ 19 

New-2-U ............................................................... 6 to 12 

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).

FANS 

Morley ‘Jet Elec’ Fan .............................. £15.00 

WeMoTec Micro-Fan (280/300/330) ..... £14.00 

WeMoTec Mini-Fan (400/480) ............... £28.00 

WeMoTec Midi-Fan (540/ 600/930) ....... £38.00 

MOTORS 

MPJet Brushless motors; 9 motors; outrunners, 

inrunners & geared; 280 to 700 .... £37.00 to £58.00 

WEP Turbo 10 ....................................... £55.00 

Fanfare Silver 16T & 20T ...................... £34.00 

Fanfare Powermax 40T ........................ £38.00 

Speed 600 8.4v BB SP .......................... £17.00 

Speed 600 8.4v Race ............................ £22.00 

RE 380 / Rocket 400 ................................ £5.00 

Speed 480 BB ........................................ £21.00 

Pro 400 .................................................... £5.00 

Pro 480 HS ............................................... £6.00 

Pro 480 HS BB ......................................... £8.00 

MAXCIM BRUSHLESS 

Max Neo 13Y 1430 rpm/v ................... £160.00 

Max Neo 13D 2470 rpm/v .................... £160.00 

Maxu 35D, 21 Cell Controller ............... £140.00 

Maxu 35C, 25 Cell Controller ............... £180.00 

Superbox 1.6 to 4.28:1 ......................... £50.00 

Monsterbox 4 to 6.8:1 .......................... £60.00 

Motor Mount ........................................... £12.00 

CHARGERS 

Speed 1 Pulse / Pk 

Det 4-8 cells ........................................... £27.00 

Speed Ex Digital 

as above with discharge ...................... £55.00 

Simprop 25 cell .................................... £100.00 

Wheels, Wire, Servos, Fuses, Caps, 

Powerpole, 4mm & 2mm gold conns. 

– MAIL ORDER – 

SPORTS ELECTRIC FLIGHT 

FANS AND GEARBOXES 

www.fanfare.f9.co.uk 

GEARBOXES 

Master Airscrew - 2.5, 3, 3.5:1 ............................. £18.00 

MP Jet Planetary - 3.33 & 3.8:1 - 400 / Pro 480 ...... £28.00 

MP Jet Planetary - 3.33 & 3.8:1 - Speed 480 ........ £28.00 

MP Jet Planetary - 3.33 & 3.8:1 - 540 / 600 ............ £28.00 

MP Jet Plastic BB - 4 & 5:1 - 280 / 300 ...................... £8.00 

MP Jet Plastic BB - 3, 3.5 & 4:1 - 400 / Pro 480 ......... £8.00 

MP Jet Plastic BB - 2.33, 3.5 & 4:1 - Speed 480 ..... £10.00 

MP Jet Plastic BB - 1.75, 2.33 & 2.8:1 - 540 / 600 .. £15.00 

Mini Olympus ............................................ £8.00 

Olympus ................................................. £12.00 

MOTORS / GEARBOXES 

Speed 400 FG3 ..................................... £17.00 

SpeedGear 400 4:1 Inline ...................... £38.00 

SpeedGear 480 3.45:1 .......................... £55.00 

SpeedGear 600 2.8:1 ............................ £52.00 

SpeedGear 700 2.7:1 9.6v .................... £70.00 

SpeedGear 700 Neo .............................. £92.00 

Mini-Olympus & RE380 .......................... £12.00 

Olympus & 540 ...................................... £19.00 

Jamara 600 2.9:1 ................................... £24.00 

Jamara 650 2.9:1 ................................... £26.00 

PROPS 

M.A. Folding 12x8 ................ £14.00 

15x12 .............. £15.25 

M.A. Wood Electric 10x6/10x8 ......... £4.00 

11x7/11x9 ......... £4.25 

12x8/12x10 ....... £4.50 

13x8/13x10 ....... £5.00 

Carbon Folders 7x4 .................... £6.00 

(Perkins) 8x4 .................... £6.00 

11x8 .................. £9.00 

Slimprops 8x4, 8x6, 9x6 .... £3.50 

APC Electric 5½” - 12” dia . £3 to £4 

(full range available) 13 ” - 20” dia.£5 to £15 

Selection of Graupner & Aeronaut 

folding & fixed props. 

FANFARE • 18 HILLSIDE ROAD • TANKERTON • WHITSTABLE • KENT • CT5 3EX 

‘Sports Electric’ Helpline - Phone / Fax: (01227) 771331 - E-mail: john.swain1@virgin.net 

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

ELECTRIC FLIGHT U.K. - British Electric Flight Association

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