RADIO CONTROL AEROBATICS
Eric Henderson 303 Shady Ln., Marlton NJ 08053 E-mail: eric.henderson@comcast.net
2003 Precision Aerobatics Nationals
The 2003 Precision Aerobatics Nationals is in the history books. This year some new and interesting products were introduced, one of which was the prototype Focus II Almost Ready to Fly (ARF). The model arrived only a few days before the Nationals, and Dave Guerin assembled it for Lee Davis of Piedmont Models to display.
The original Focus has become familiar on the Pattern circuit. It began with successes in 2001 and managed to climb the ladder and win the Fédération Aéronautique Internationale (FAI) finals this year in Don Szczur’s hands.
Piedmont Models comprises a small but industrious team of modelers who designed and brought us two batches of Focus ARFs and Almost Ready to Cover (ARCs). Instead of a third batch, they decided to produce a second Focus called the Focus II. This is a more refined version of the original airplane, and the changes were not just cosmetic.
The modifications were a direct result of feedback from the Focus user community. The belly pan is still there as an option, but now you can access the interior via a removable canopy/top deck. The cowl is more streamlined and shows some pleasing lines. The fin is much thicker and fully symmetrical. The model will come in two versions: an ARC and an ARF.
The Focus II ARF and ARC have plug-on wings that come in two balsa-covered foam panels. The fuselage is made primarily from plywood formers, balsa, and cored-out foam decking. It has a prepainted fiberglass cowl that is prefitted to the fuselage. The stabilizer is of one-piece construction with separate elevator halves. A strong fiberglass two-piece undercarriage is supplied, complete with wheel pants.
Another interesting model that was flown at the Nationals was the new Double Vision biplane. Chip Hyde flew a pair in FAI and Dave Villwock flew his in a couple rounds of Masters. Chip’s models sported the new prototype YS 160 DZ engine.
The YS 160 DZ appears to be a bored-out 140. In true YS “use everything you can from the last engine” development style, it shares many of the 1.40’s major parts, including the crankshaft. It produces serious horsepower and pulls Chip’s almost-11-pound airplane vertical with ease. Chip used full power only after things such as vertical snap rolls, etc.
Jerry Budd of Budd Engineering was present at the Nationals flying the Webra 1.60. All of the Webra 1.45 users watched his airplane intently and were talking about switching as soon as possible.
The new engine will drop into existing engine mounts and will give a boost to airplanes that need more vertical performance. The 1.60 comes with an in-flight adjustable carburetor that allows you to match the midrange mixture to the tuned pipe that is being used. They are currently available from Horizon Hobby.
Notable equipment and accessories
- Focus II ARF/ARC: plug-on wings, balsa-covered foam panels, plywood formers, prepainted fiberglass cowl, one-piece stabilizer with separate elevator halves, two-piece fiberglass undercarriage with wheel pants.
- YS 160 DZ: bored-out 140, shares many 1.40 parts (including crankshaft), strong vertical performance, in-flight adjustable carb.
- Webra 1.60: attracted attention from Webra 1.45 users for its performance.
Radio bag — Wing Tote
The aluminum transmitter case is a common sight these days, but a new case is available that looks like those black canvas cases for laptop computers. I won the radio bag in a blind raffle at the Poconos Pattern contest. At first I didn't want to use it because my aluminum cases provided good protection for my radios.
After a month of use I have the following observations:
- The bag, by Wing Tote, is lightweight.
- The dual zip around the edge allows for easy access for purposes such as charging leads without removing the radio.
- Because it is a soft-foam-protected case, it does not scratch or damage other items in your van or car.
- There are two pockets on the front, with a Velcro flap and a zipper. These pockets proved to be handy for maneuver calling cards, instruction manuals, and an AMA rule book.
- The black bag, with its name-tag window, is distinguishable in the radio-contest impound among all of the aluminum — at least until more of them appear.
New book — Intermediate (Precision) Aerobatics flight training manual
A professionally written book about aerobatics execution and wind correction is now available. The illustrations are large and the text is easy to read. The manual claims the following:
"The new Intermediate (Precision) Aerobatics flight training manual from 1st U.S. R/C Flight School is an invaluable reference for those seeking to quickly advance their skills and serves as an excellent guide for instructor-coaches.
"The manual 'builds' into the sport flyers' flight the natural progression of refinements needed to take flying to a whole new level of accomplishment and enjoyment. With nearly half its content addressing the proper uses of rudder to prevail over engine torque and wind, it will provide an immediate and significant boost for the vast majority of flyers in the sport whose flying skills have become stagnant.
"Rather than another step-by-step rehash of the maneuvers, Intermediate Aerobatics serves as a flight training 'system' — honed over 15 years of professional flight training at 1st U.S. R/C Flight School — utilizing hundreds of illustrations to guide the advancing flier through his or her practice.
"Pilots will be amazed to learn how much has been eluding their comprehension, and then by how much easier it is to fly the maneuvers staying ahead of deviations instead of correcting them after the fact!
"Where club strength is determined by the success of its members, and if nothing sells better than a successful customer, clubs and hobby shops will also find this book a valuable resource."
Based on reading the book and going out and trying the directions, it contains good advice. I recommend using the book with a friend. Working in pairs, you can coach each other through a whole series of improvements in your flying.
Frequently Asked Question — "Presentation"
Question: "I hear a lot about presentation. What does that mean?"
Answer: In precision aerobatics, it is not enough just to perform maneuvers. They have to be performed in a specific position: center or end. Center maneuvers usually have a predefined middle and are performed so that the middle of the maneuver is positioned on the centerline of the aerobatic box. End maneuvers are performed at, but before, the end of the aerobatic box.
However, that is not what is meant by presentation; it is better defined as "positioning, timing, and flow." Presentation is how you string together all of the maneuvers.
In a predetermined sequence you don't have decisions about what maneuver to do, but you do have room to decide how you do them. The rules give guidelines for how far out the maneuvers should be flown (150–175 meters). After that, it is all about presenting the maneuvers.
Pilots try to keep "line maneuvers" at a similar baseline and height. The size of a loop is the one they will also use in an Immelmann Turn or a Cuban Eight. They try to maintain the same speed going up and down as they do in level flight. This is why you rarely see Pattern airplanes flown flat out in level flight. Good, clear gaps are left between maneuvers to give the judges time and allow the next maneuver to be more clearly defined.
My crash and lessons learned
I have often said that all models have an expiration date. I said farewell to my original Focus yesterday. I had already dodged one bullet when the elevator-stick spring snapped during the 1 1/2 horizontal snap. An aftermarket spring that I had shortened even more could not take the 1 1/2 snapping anymore.
The week before, my buddy "Dixie Chicks Earl" stopped me from taking off without the $3,000 screw in the wing. I had the engine running, and he spotted the wing gap increasing. But dodge as I may, the expiration date finally came.
The FAI P-03 schedule has three 1/2 snaps in it. I was trying to master them when I heard a "clunk" coming from the model. I rolled it level and throttled back, but the engine kept running at about three-quarters throttle. I flew straight for a while. It started a slow turn downrange, and then I could not see it anymore. It came back into view, performing a slowly diving left turn. It almost made it into the open area behind the field, and then it went below the tree line. This was the most helpless feeling I can remember.
I searched for an hour and was loading up the van when the police arrived with a few pieces in their sport-utility vehicle. The rest was up five different trees. The police were amused and helpful in picking up the hundreds of pieces of foam.
Post-crash analysis revealed that the battery had come loose and tore out the wires from the battery pack. The pack was mounted in the rear of the fuselage approximately 10 inches behind the wing. The snap-roll motion eventually broke the Velcro strapping. Next time it will be nylon cable ties.
FAI F3A World Championships Results
Late-breaking news from Poland: Chip Hyde flew a biplane and Jason Shulman flew an electric-powered Pattern airplane with dazzling power and performance.
Team results:
- USA — first
- France — second
- Japan — third
Individual results of the finals (held August 9, 2003):
- Christophe Paysant Le-Roux
- Quique Somenzini
- Chip Hyde
- Tetsuo Onda
- Yoichiro Akiba
- Masato Kusama
- Jason Shulman
- Roland Matt
- Bernd Beshoener
- Wolfgang Matt
Notes:
- Christophe won all four final rounds.
- Quique and Chip were separated by only 1.1 points.
- Newcomer and Junior Tetsuo Onda flew well, rising from ninth in the semifinals to fourth in the finals.
- Sean McMurtry, the third US team member, was 11th in the semifinals and just missed the finals.
- Jason Shulman flew his electric-powered model to an unprecedented seventh place in a World Championships.
Transcribed from original scans by AI. Minor OCR errors may remain.
