JET POWER uniLight: New light module EMBEDDED

JETPOWER
€ 8,00•$ 9.99•£5.90 (UK)

6 THE MAGAZINE
2021 [Link] FOR JET MODEL FLYING

THE UNIQUE
MODEL
Scale at its best
NEW BY CARF-MODELS
MIG-17
FIRST TIME AS A MODEL

Nitro Days
30 YEARS FULL SPEED

HARRIER
The VTOL dream YELLOW RIBBON
F-86 SABRE
Impeller jet from HSD
A-10 HOG
The two-seater
by MIBO International Jet Masters
06

ALESSANDRIA
195926 208008

Pilots and their jets

CORE Intrepid Buran
POWERBOX JET OLDIES SPEIER
4

WORKSHOP IN NEW YORK SPACE CENTRE

2 JET POWER 5/2021
3
 READY FOR TAKE OFF!
JP Editorial

Hello, dear readers,

This issue marks the end of the 21st year of JetPower. In the ward to the fifth and final part of his story. Michael Speier will
past we would have said "we are of age", now I wonder where fly his Antonov with the Buran in spring 2022 at the latest and
the years have gone. But without you, my readers, JetPower separate the pair in the air. Alex Jones' Sea Dart, which was fea-
might already be gone, so here's a thank you to all our loyal rea- tured in this issue, is also due for its maiden flight next year.
ders! Another year with the already known limitations is coming From many conversations with manufacturers and pilots, I
to an end, although especially in the last few months the scene know that this year the trade fairs, which have traditionally al-
nationally and internationally has started to move again and I ways been a great showcase for new products, were sorely
am glad to be able to report on it. No matter whether meetings, missed. That is why I am pleased to be able to present our rea-
workshops or competitions, all this gives hope for more next ders with the two-seater A-10 from MiBo and the CARF MiG-17,
year. Even more, JetPower will be there when new and specta- two real bangers. For friends of high-quality foam models, the
cular projects are on the runway for their maiden flight. Alois F-86 is also a real novelty. In the accessories sector, the uni-
Wesseler has reached the point with his development of the Light company is always very innovative and presents us with
Harrier where it has to be shown whether he is the first to get a its new products every month. We present the EMBEDDED,
fully functional Harrier model into the air. We are looking for- currently the smallest light control unit, but it has it all.

4 JET POWER 6/2021

 As I write these lines, the rain is pattering on the window and it's clear that the
season is over and it's back to the workshop. As the natural loss of models has
been much less this year, it is now time to tidy up and move together to make room
for new things. I hope you have fun doing this and building the new projects, as
well as reading your new JetPower.
Stay healthy and optimistic, because I am sure that in 2022
everything will be better again.
 CONTENT AND HIGHLIGHTS
JP 21th year of puplication I Issue 6 ⁄ 2021 I November / December

8 Runway
Scene whispers and news

12 Alessandria
International Jet Masters 2021
in Italy

18 Hawker Harrier
A dream of a VTOL jet
with Impeller, Part 4

12
24 PowerBox CORE
Workshop

26
in Nennslingen/Germany

26 30 years of
Nitro Days
Peter Cymral invites to the
anniversary of
the legendary meeting

32 Buran
News from the
Speier Space Centre

34 MiG-17 Fresco
A new jet by
CARF-Models

40 A-10 Thunderbolt II
The two-seated »Hog«
from MIBO

46 USS Intrepid

40
Jet oldies in the harbour
of New York

52 uniLight Embedded
The new lighting
control system by uniLight

54 Yellow Ribbon
The F-86 Sabre »Lady Luck«
by HSD

66 Imprint
60 Jet Shop
64 Ordercards

6 JET POWER 6/2021

 34

54

7
 RUNWAY
JP Meeting points I Contacts I Opinions

New training model

at the Pöting
flight academy
From now on a big Starfighter with a Jet-
Cat P 250 Pro S is used at the Flugschule
Pöting. You can book entire training cour-
ses or just a few fun flights to enjoy the
F 104 experience.
Further information:
[Link]

In memoriam of Books for pilots

Bill Grimsley BOEING 747
Icon of the
The IJMC mourns the passing of Bill Grims-
ley, who began his final journey on 18 Sep-
Passenger Aviation
Hardly anyone is unfamiliar
tember 2021. With him, the IJMC not only lo-
with the legendary "Jumbo
ses a man of the first hour, but also a board
Jet", the huge, four-engined
member who always supported the interests
aviation icon that has been
of jet aviation. In addition, Bill was known and
considered the long-haul wide-
loved for his expertise as an international jud-
body aircraft par excellence
ge. We got to know
since 1969 and revolutionised
him at the first Jet
aviation. Unmistakable in its
World Champion-
external appearance, the giant is still flying today more than half a centu-
ships in 1995 in
ry after its maiden flight! With rare pictures, exciting information and in-
Neu-Ulm as a mem-
sights, Ingo Bauernfeind describes in this bilingual volume the develop-
ber of the Scottish
ment and worldwide airline use of the Boeing 747 from its beginnings to
national team. His
the present day. The content is rounded off by several video clips that can
typical Scottish
be viewed using QR codes.
manner with a dia-
Ingo Bauernfeind, Boeing 747, 224 pages, 200 illustrations, hardcover,
lect far away from
format 305 x 240 mm, German language; € 29.90.
English for normal
people stood out,
but only made him
more likeable. With MISTEL
his direct manner German Mistel
he enriched every aircraft in operation
discussion and 1942 – 1945
when it came to A sensationally written and illus-
averting harm to his trated volume about the mysterio-
IJMC, he knew no quarter. Bill lived for model us Mistel concept. It was originally
flying and his beloved wife Sybille supported known as Mistelschlepp, in which
his many activities and travelled the world with a smaller powered aircraft was ini-
him to participate in the Jet World Masters. tially attached to a larger cargo gli-
Bill, you leave a void that will be difficult to der. In the course of development,
fill. We, the IJMC, owe you a lot and we know the cargo glider was replaced by
that wherever you are now, you will keep a converted bombers with their own
watchful eye on us to keep things going in propulsion. The focus is on the
your spirit. German developments of the Second World War, where the method was
developed to a very high military level and was also put to use. Never be-
Farewell, we will fore described in such depth and detail, the volume comes up with in-
never forgot you. credibly good picture and graphic material!
Reto Senn (IJMC Chairman) Robert Forsyth, Mistel, 256 pages, 320 illustrations, hardcover, size
Winfried Ohlgart 230 x 265 m, German language; € 39,90.

8 JET POWER 6/2021

Sea Dart
Alex Jones sent me
pictures of his Sea
Dart project. More
information about the
model and the origi-
nal can be found
on his homepage
[Link]

A detailed report
by Alex will appear
soon in JETPOWER.
 Emails to the editorial office Hello Winnie,
after a long search I found by chance a great mail order company
for T-shirts with aircraft motifs. Rainer Hentschke from Flight Shirt
Would you like to tell us something?
creates great motifs with a graphic designer, many in cooperation with
Then write to us at [Link]@[Link] the squadrons, and has
them printed in Germa-
ny. My RC-Transall in
Hello, the dress of 50 years
as I am a late entrant to jet flying (60 years) and regular- LTG 61 was nowhere to
ly buy and am delighted with JetPower, I would like to high- be bought on a shirt.
light and congratulate one Jet Power booklet in particular Rainer took care of the
(JetPower Beginner Special 2018/1). The booklet helped matter and already a
me a lot and explained everything well without annoying proof was in my e-mail
Jet colleagues. I just wanted to write that. box. Font size and type,
Jet greetings from Graz and beautiful Styria as well as the positio-
Erwin Wurm ning on the shirt can be
chosen freely.
His collection can
only be found on Face-
Hello Mr Ohlgart, book under Flightshirt.
I am a diligent reader of your great JetPower magazine. The great selection, the
In issue 3 / 21 I came across a report by Uwe Beckmann very good quality, the
on the HSD Me 262, which has stuck with me ever since. very nice and quick
Is it possible to get in touch with Mr. Beckmann by phone? contact convinced me.
I would be very happy if this possibility could be realised Rainer is the insider,
among model flying colleagues. very close to the squa-
LG drons and so are his shirts. A great idea for the coming Christmas. It
Dirk Deseniß might also be worth a mention in JetPower.
All the best and good health to you,
Editor's note: Dirk had already been in contact with Uwe with the best of flying greetings,
Beckmann a short time after this mail. Martin Lüdge

The Baade 152

by Erwin Schulschenk
After repairing a transport damage, the aircraft has seen
daylight again. The first longer taxiing tests were success-
ful. However, it will still take some time until the first flight for
many reasons. The construction is a classic wooden con-
struction with frames, stringers, ribs and spars. The Baade
152 is balsa-blanked, covered with GRP mat, filled and
painted. A detailed report will appear soon in JETPOWER.

TECHNICAL DATA
Scale | 1 : 12
Wing span | 2.230 mm
Length | 2.620 mm
Take-off weight | 14,9 kg
Engine | 2 x KingTech K45 G3

10 JET POWER 6/2021

 JET MASTERS 2021
JP Text: Reto Senn Pictures: Reto Senn, Nicola Fasoli, Heinz Schär

Self-built Alpha Jet by Stephan

Laurens with two KingTech K85.

Alessandria
International Jet Masters 2021 in Italy
During the planning, the fear hovered with us as to whether we would be able to hold the competition
or not. Yes, COVID did not throw a spanner in the works this time. All the pilots who pilots were
overjoyed to finally be able to fly a competition on an international level again. Marking this presence
in the public was extremely important for everyone, but especially for the IJMC, which took over the
patronage. The competition directors were Mauro Pirotti and Reto Senn.

A total of 15 pilots from Italy, France and Switzerland took – Accuracy side view K10
part. They flew according to the new rules written by the – Accuracy front view K10
Swiss IJMC representatives. These are almost 100% in line – Top view accuracy K10
with the rule change proposal that will be submitted to the – Accuracy of basic colour and colour scheme K10
IJMC. What is new in broad outline? – Scale detail K10
– Surface accuracy K10
• The time for construction judging is 15 minutes. The – Craftsmanship K 15
judges are free to choose the distance to the model. – Overall realism K 15
• Only the following views are still checked: A maximum of 12 photos are permitted for the static docu-

12 JET POWER 6/2021

 The Vampire is self-made
by Adrian Senn.

The BAe Hawk by Frederic Regnie.

mentation. The size of the images is free, but they should be

able to be used simultaneously for colour scheme, surface
accuracy as well as scale details. At least three images must
show the side, front and top view of the original. At least one
image must show the original on the ground. Additional draw-

Fiat G-91 PAN by Reynold Augsburger.

Greek weathered is the F-16
by Tiziano Carli

Dimitri Meazza flew the BAE Hawk

ings of the views may be included to support the images.
by Luca Tatoli. Proof of colour match is required. This may be submitted in
the form of colour chips or colour photographs. If the proof is
provided by pictures, a maximum of two additional photos
are permitted.
The documentation shall be sufficient to verify the model as
presented for the static assessment. Any point not verified will
result in a point deduction. Examples: If the documentation is
inaccurate regarding the appearance of the landing gear, the
outline score will be downgraded. If the documentation inaccu-
rately reflects the colour scheme presented, the markings score
will be downgraded. The flight score goes according to the
IJMC Rulebook 2020 with two different figure programmes. In
the end, the construction points achieved are included in the fi-
nal score with 40% and the flight points with 60%.

Adrian Senn's
vampires in the
construction
competition.

The Hawker
Hunter Mk-58
by Peter Rütimann.

14 JET POWER 6/2021

 Christophe Regniers
Skymaster F-104.

Fabio Livis CARF L-39 Albatros.

Luigi Arnaboldi and his

F9F Cougar.

Yes, it is possible to fly a fair competition with these rules. Of

course, the judges still have to be trained for the new require-
ments. I have noticed that the points in the construction score
are closer together, i.e. the top is flatter. The two different flight
programmes are obviously fun for the pilots. Besides simple
figures like inverted flight, 2 side roll etc, I have also seen in-
verted Cuban 8, cobra roll, looping with roll in the top apex,
triple rolls etc. So it becomes more attractive for the spectators.
The score with the turning manoeuvres between the optional
figures or for positioning instead of an empty flight has spurred
the pilots to be a bit more creative there too. The flight classifi-
cation was dominated by Tiziano Carli, Andreas Schär and
Adrian Senn. Thanks to a top construction score, however,
Stephan Laurens was able to climb onto the podium. A total of
four runs were flown, of which only the two best were scored.

15
 The award ceremony.
F-86 by Marco Bresciani.

Mauro Pirotti's model airfield was ideally suited for this

competition. It has a total length of 300 m with 100 m of hard
surface. The models were stored in tents brought along or
dismantled in the evening. Camping was possible on the site.
A sufficiently large tent for the building competition would
have made the judges' work easier, because disturbances by
spectators and playing children could have been avoided.
But for a fair competition, that's all it needs! We spent the Fri-
day evening in the garden with a wonderful Italian buffet, in
keeping with COVID standards.
JP

Me 262 by Alessandro Taurini.

16 JET POWER 6/2021

 VTOL
JP Text/Pictures: Alois Wesseler

RC Harrier
In August 2018, a meeting for RC replicas of VTOL
aircraft took place at the Dornier Museum in Fried-
richshafen. Alois Wesseler was also allowed to parti-
cipate with his Harrier.

A dream develops into a life's work

Part 4
In Part 3, I described what made me decide to try again in 2016, to get a VTOL-capable RC-Harrier into
the air - and in a quite remarkable size. With the intended scale of 1 : 6, this results in a fuselage length
of 2,350 mm. In order not to make the critical transition from normal flight to VTOL landing even more
critical, I increased the wing span by approx. 10 % to approx. 1,900 mm. Due to the high battery charge
(about 30 - 35 % of the total flight mass!) the wing loading is still wing loading is still 220 g / dm²!

As mentioned in part 2, I also used the Vortex programme dur- Styrofoam board thickness required for each section (from the
ing the project planning, with which one can simulate and eval- design drawings or calculations) was previously produced in a
uate some aerodynamic effects through wing profile variations separate cutting process. The hot cutting wire is then guided
and wing restriction. I decided that the wing should get a rather sensitively over the two hard-fibre cutting ribs, which are at-
thick NACA 2415 in the area of the root or centre of the fuselage, tached to the front and back of the polystyrene sheet with small
which will transition to NACA 0015 at the wing tip via a mixed air- nails, and after a short time you have the desired fuselage half-
foil in the area of the trailing edge bend. To be on the safe side, section in your hand and the cutting ribs can be removed again.
a 1.7° wing camber has also been added. Unlike a high perfor- In this way I eventually had 26 styrofoam elements each for the
mance glider, the resulting higher drag is insignificant in such a right and left fuselage half - each numbered in the order for the
flying model; the primary goal is to survive the transition as un- subsequent gluing. The mountain of the resulting styrofoam
critically as possible and without damage. Also in part 2 I de- waste was much larger than the usable part!
scribed how I determined the fuselage cross-sectional shape First, the segments of the fuselage halves were glued to a flat
from a plastic model and how I determined the height and width building board. After drying, the two hard shells were joined to-
dimensions for the respective model scale. After all this prepara- gether. This way you always get a very symmetrical, not twisted
tory work, it was time to make the "cutting frames" for the poly- fuselage. Depending on how well the cutting rib contours were
styrene master model. The contours should be cut out as clean- chosen, you now already have an outer fuselage contour from
ly as possible and sanded well so that the cutting wire does not which you can see very well what kind of model this will be. How-
snag and leave unclean contours in the styrofoam surface. The ever, a finished fuselage shape is still a long way off at this stage,

18 JET POWER 6/2021

Here, the fuselage and wings of the original model have already received
a GRP reinforcement with filler and primer for the finishing touches

The reproduction of the mounting plates with the rivet heads and other
details in the surface are clearly visible in this negative half-shell of the
fuselage front section.

especially as the internal fuselage contour with the airflow from

the inlet to the swivel nozzles presents an additional challenge
on the Harrier. After the transitions have been sanded, a GRP
skin (e.g. 80-glass-fibre twill fabric) can be laid over the entire pit area and the underneath nose gear well extend into the air in-
fuselage and you get a fairly stable and reasonably pressure-re- take area, the front section cannot simply be separated straight
sistant hull. (butt), but in a V-shape both above and below. I am talking here
As is well known, the Harrier has a wing in shoulder wing about the positive original form, not yet the fuselage desired for
arrangement with a negative V-shape, the lateral swivel nozzles flight. All that is produced at this stage can actually go into the
make this design necessary. What I had not mentioned so far is dustbin after the negative moulds have been created.
that you have to think about this wing construction for the RC In the end, four negative moulds had to be created for the front
replica in advance. For example, whether you want to insert the fuselage section (without canopy frame and canopy thermo-
wings as two-piece plug-in wings laterally on root ribs, which forming moulds) and four negative moulds for the main fuselage
must then already be part of the fuselage contour, with a spar el- outer contour as well. Because of the swivel nozzle mouldings
ement, or whether you prefer a one-piece wing, which is placed and various thickenings with undercuts, the later fuselage parts
and fastened from above on the still open fuselage during launch could not have been demoulded otherwise. Without moulds for
preparation. A thick CfK or aluminium tube cannot be used on the impeller, 28 negative mouldings were required to create the
the Harrier because of the strong negative V-shape. Both vari- complete fuselage with thermoforming moulds for the canopies,
ants have advantages and disadvantages; for the 2016 model, I canopy frame, air intake, air ducts and swivel nozzles! I recently
opted for the plug-in variant because of the space required for looked at the purchase receipts for the laminating brushes - there
the internal air ducts. This means for the creation of the fuselage are over 600 so far. madness!
original form that you have to mould the wing root ribs already at Many weeks after starting the original mould, the negative
this stage. It makes sense to integrate this into the construction- moulds were ready for laminating the real fuselage or the indi-
al processing of the styrofoam cutting formers already at this vidual parts. For the vertical take-off to be a success, it had to be
stage. Of course, the angle of attack of the wing to the longitudi- built super light, among other things, that was clear to me. But
nal axis of the fuselage must also be determined and incorpo- how? Which materials must or may be used so that on the one
rated. It makes sense to glue a cleanly profiled root rib to the out- hand the strength is sufficient, but on the other hand the flying
side of the styrofoam segments at this fuselage-wing transition. weight is not too heavy? Long-time model building experts ad-
Now the surface of the GRP fuselage can be lightly sanded, in vised me to use a sandwich construction with integrated foam,
some places some filler will be necessary and at some point you 1.3 mm or 2 mm thick, depending on the local load. Expert ad-
can paint the surface with 2K lacquer (possibly several times with visors advised me against using honeycomb mats specifically for
different colours) and thus optimise the surface further and fur- this intensive 3D fuselage shape. This was probably a good
ther until the wet finish sanding and high gloss polish. Before thing, because even the construction with foam parts was diffi-
that, however, various "assembly plates" and other details were cult enough. Furthermore, I wanted to save weight by not paint-
worked into the surface. After the fuselage as a whole including ing the model, but I wanted to paint it. So I chose the variant with
the canopy mouldings and the inner air intake was finished, the coloured resin. The model was a Harrier that existed for 40 years
fuselage nose with cockpit was separated from the rear main of service (1970 - 2010). Completely in "NATO-grey", only the fin
fuselage; here clean separation surfaces had to be created in black-yellow-red (registration ZG858). The grey is actually not
again. The reason for this is that I wanted to have access and a definable colour, but a "high-tech product that adapts to its sur-
mounting possibilities to the impeller. But because the rear cock- roundings like a chameleon. For days I worked on the mixing ra-

19
 Since the fuselage has a very intensive 3D
shaping, the installation of the thin foam
reinforcement plates was very difficult and
had to be pulled into the curves from many
individual segments with a high vacuum.
The white material in the tail unit area is
thinner and lighter; the yellowish material
has higher compressive strength.

ing ones and disposed of the others;

only 20 grams each instead of the
original 60 grams each - no touching!
As described, I had decided to build
this model with two pluggable wing
halves, also in GRP technique. So I
had to create the original moulds first;
in this case in a Styrofoam-Abachi
construction by means of four plated
cutting ribs. Also on the wing there are
various assembly openings with
screw heads, the de-icing wing lead-
ing edge, the Vortex turbulence ribs
on the wing, the support wheel fairing
and a lot more, which should already
be moulded on the original wing. But
at some point the two wing halves
were ready for the creation of the three
The 3 mm thick hardboard is glued with the drawing contours for the air ducts. The styrofoam ducts
negative mouldings each. The front
(as the original shape) are first pre-cut with regard to the duct course; then the exact duct cross-section sides of the root ribs needed their own
is cut segment by segment so that it tapers very evenly and in a controlled manner. mould, because there were already
fixing elements for the later exact
alignment to the fuselage, as well as
recesses for the rectangular CfK wing
tio for this colour with milligram precision in order to get the fin- spar and, as a precaution, an air duct to the wing tip for control
ishing resin in the desired shade. purposes in hover mode (as with the original Harrier).
The GRP / CfK skin was finally built up of 25 g / mm² glass fi- By this time, months had passed despite almost daily work on
bre fabric in the top layer, 80 g / mm² glass fabric for strength, the model. The glued and pre-assembled parts had all been
foam weights and thicknesses depending on the stress zone weighed, including the determination of the individual centres of
and 55 g / mm² glass fabric in the inner layers, in addition to the gravity. With the help of an Excel centre of gravity calculation
top layer (which was allowed to cure in advance). Additionally re- sheet I now knew exactly how heavy my model would be and
inforced in the main load zones by Kohlerovings or tapes. Final- where the total actual centre of gravity would be; I had deter-
ly, everything was pressed under vacuum for two days; peel ply mined the target centre of gravity based on the wing shape long
absorbed the excess resin to reduce the weight. The tension before. It was now a matter of estimating and determining con-
rose enormously in the next few days! Had the moulding effort struction weights and installation positions (e.g. nose gear, main
been worth it? Would it be possible to demould the model, not gear, RC installation with a total of 20 servos, four drive batteries,
only because of the geometric problem areas but also because motor, impeller) to theoretically unite the actual centre of gravity
the laminating resins had not cured (too cold? Humidity too with the target centre of gravity at one point in advance so that
high? Poor mixing? Incorrect mixing despite digital scales?). The no unnecessary ballast would be required.
fuselage did not emerge completely voluntarily, but in the end it It was clear that the impeller could not sit directly on the mo-
was of top quality with almost all rivet heads and countersunk tor axle, but should be connected to the motor mounted further
screws - that was already a sense of achievement for me in Oc- back via a carbon tube remote shaft (45° wound tube) and a
tober 2016! However, the fuselage as a whole was still far from metal bellows coupling. In the required power class of 10 to 12
finished. Now it was time to mould the air intake, the four air kW, there were actually only two suitable motor variants avail-
ducts, the four outer swivel nozzles and the canopies. I had been able worldwide to generate about 20,000 to 22,000 rpm with
recommended external help for the deep-drawing of the two up to 14s LiPos and max. 250 A (!). On the one hand there are
canopies, with the provision of my own moulds; unfortunately, the two-pole internal rotors from Lehner, which are unfortu-
the result did not satisfy me - much too heavy. At some point I got nately very heavy for a VTOL model due to their design. On the
myself sheets of thermoforming foil of different thicknesses, built other hand, there are lighter six-pole motors that do not allow
a special, foldable clamping frame and, with the help of the oven, direct drive at a permissible 250 A because of the thickness of
pulled the canopies in the kitchen myself, chose the most pleas- the winding wire required for this, but must reduce the motor

20 JET POWER 6/2021

speed from e.g. 40,000 to approx. 22,000 by means of an up- value at all. The situation is similarly difficult with motor con-
stream gear (toothed belt or toothed wheels), which in turn en- trollers (ESC) in this power class up to 14s LiPos, especially when
tails additional weight. there is a requirement for data logging. Without data logging dur-
The outrunners in the power class do not fit geometrically (too ing the test runs, I cannot make any optimisations or evaluate de-
large), but also speed-wise, as they are mainly designed for prop sign changes. But unfortunately, even with reputable manufac-
operation (7 - 8,000 rpm); they are also quite heavy. As a me- turers / suppliers, the promised data can sometimes not be kept
chanical engineer, I do have ideas about what an optimal motor in real operation, even with high-priced products. Therefore, af-
for my application would look like, but I don't have 18 - 20,000 ter several tests, I unfortunately had to get a much heavier 400A
euros at my disposal to spend on such a single motor develop- ESC in order to be able to handle 250 A safely! Other ESCs that
ment; I do have an offer for it. And other suitable electric motors appeared to be of high quality (not cheap products from the Far
are not so readily available to me; it is a very narrow range of ap- East) failed completely despite written assurances from the Ger-
plications without large quantities. Despite the higher weight, I man importers and there were several fires during the test runs!
initially decided on the 3080 from Lehner because Lehner had There is a similar problem with LiPo batteries with regard to
the great advantage for me in the difficult project planning phase promised C-values, which currents can be taken from the battery
of providing comprehensible motor data in table form. Other sup- permanently or for a short time without the battery being dam-
pliers or manufacturers often only give a (presumed?) maximum aged immediately. Here, too, there are several physical problems
power without specifying the voltage or current, or a thrust force and limits. On the one hand, the chemistry inside the battery
with a possibly defined propeller; for me, this has no informative must be able to work out the required currents and voltages, and
on the other hand, the metal tracks inside and outside must be
able to provide these currents at the connector without too much
loss. One thing is physics: if you make all the metal conductors
The double-angled tensioning frame with the film pulled straight over thicker, there is less conduction loss but at the same time more
the rear canopy shape. As the canopy is narrower at the lower edge than
further up, this only works with vacuum or such a bending frame; the foil weight. Therefore, when choosing a battery, especially for a
must be pulled very tightly together at the bottom. VTOL flight model, you have to weigh up between higher C-ra-
tios (= higher weight) and at the same time somewhat less loss
(possibly 0.05- 0.1V per cell higher voltage under high load) or
lower C-ratios (= lower weight) with somewhat lower voltage at
the ESC and motor with accompanying lower speed and of
course less thrust. The extra weight at the higher C-rate can be
advantageous in this case; however, it is only a matter of a few
seconds more or less flight time.
I reported on the basic theoretical and constructional details of
my impeller manufacture in Part 3. In the same way, various im-
pellers with an outer diameter of 250 mm and a hub diameter of
60 mm were made for this large model, tested and evaluated in
terms of performance. Especially for the engine with pre-flanged

The undercarriages of the

Harrier cannot be bought
just anywhere, either, but
were created in-house from
high-strength plywood in Here one looks
combination with CfK into the negative
panels. The silver paint shell of a wing
gives them an aluminium top and can see a
or titanium look. lot of detail work.

The six-pole motor with pre-flanged toothed belt drive.

21
gear reduction, a lot of experiments with different reduction ra- its advantage comes into play in the high speed range. The more
tios were carried out; e.g. impeller speeds between 16,000 with than 150 test runs and evaluations were carried out as already
slightly higher blade pitch and 22,000 with correspondingly low- described in Part 3 for the test stand at that time. The thrust
er blade pitch were tested at maximum engine speed of approx. forces achieved at max. power were between approx. 100 and
36,000 at the beginning of the test. I have tested both toothed 140 N, depending on the technological equipment and bound-
belt transmissions, where the teeth on the belt were shaved off ary conditions. Different curved control flaps directly behind the
after two or more test runs, and transmissions with hardened impeller, control flaps in the swivel nozzles, 12 additional air flaps
steel gears, which were more durable but correspondingly heavy at the front of the inlet as in the original (with different edge radii
and noisy. If you choose helical gears for smooth running, the there), motors with different kV values and various gearbox types
bearing becomes correspondingly more complex because of and reductions, and various impeller blade variants were tested.
the axial forces that occur. Especially with the toothed belt drives, The best variant in terms of performance was the one without
it was clear to me that I had dimensioned the drive components nose/cockpit, which gave 10 - 12 N more thrust. However, this
to be borderline minimal because of the construction weight. As makes no sense for a really airworthy Harrier, except in the case
you can see, the project offers a huge field for experimentation. of a Harrier hovering frame that was deliberately built in this way.
Here are a few technical data and explanations: The ready-to- With 12s LiPos it didn't work, but with 14s LiPos I was sure I
fly Harrier had a total mass of approx. 12 kg; this consisted of the could finally get this Harrier to hover and fly. But there was still
building structure incl. air intake, air ducts, swivel nozzles, wings the problem with the strong heat development in the motor con-
and tailplane with "only" 4,950 g (approx. 40 % of the total troller at partial load - i.e. in hover flight at approx. 85 - 95% mo-
weight), the battery pack 4 x 7s in 2s2p arrangement with ap- tor power. The log data clearly showed that the increase in con-
prox.3 .600 g (approx. 30 %), the motor with approx.1.800 g (ap- troller temperature became flatter as soon as the controller was
prox.15 %), ESC 500 - 750 g depending on type (approx. 5 %) set to 100% (full throttle). We quickly realised that electric heli-
and RC (20 servos 7 - 56 g), landing gear, impeller with a total of copters have solved this problem by running the motor at almost
approx. 1.000 g (approx. 10 %). This means that a thrust of at 100% and climbing/descending via pitch, i.e. blade pitch con-
least approx. 130 N must be available for take-off/landing, even trol. Couldn't this also be done with an impeller? Certainly not
when landing with an almost empty battery! with a 12-blade, but with a two-blade? So I first had to design and
Why is this so difficult, especially with the Harrier? Here is manufacture tiltable impeller blades; a 4 mm screw would have
some background information: For a copter of any type you on- to suffice as an axle. For the first tests I did not want to change
ly need approx. 10 - 15 Watt / Newton thrust due to the relative- the blades by RC during the run / flight yet, but only on the
ly low engine speed and optimal suction conditions, for a heli- ground with tools. The first seconds of the test also went quite
copter (not speed) approx. 20 - 25 W / N, for a "normal" prop well, but then at about 20,000 rpm the impeller "exploded". Not
model for hovering approx. 30 - 35 W / N. However, even good only was the impeller totally destroyed, but also the entire air in-
impellers require 65 - 80 W / N for a short channel. If the air then take. Of course, during such tests I personally always stand at a
has to be deflected through the swivel nozzles by approx. 2 x 90°, sufficient distance behind the model with safety goggles and oth-
this results in a power of approx. 75 - 95 W / N, based on the cal- er safety equipment in a separate room without other people.
culation values found in the technical literature. - 95 W / N. For The strength calculations beforehand had shown: This must ac-
my current model data this means approx. 10 - 12.5 kW drive tually hold! Therefore, the whole thing was repaired and built
power. With the same battery pack, a copter could fly for 20 min- again - and again the crash at approx. 20,000 rpm; despair
utes or more. The impeller is an energy guzzler for hovering flight, spread. So I went back to the formula for calculating centrifugal
forces - and lo and behold, enlightenment came in the form of a
wrong decimal place: it was not 500 N with which the impeller
blade, weighing only 11 g, pulled on the screw axis, but 5,000 N
- unimaginable. A check with a different formula and a check on
In this picture you the website of a well-known impeller manufacturer led to the
can see the 12 addi- identical result. Now innovation was required: How to get this M4
tional air openings
on the outside of the
screw (now in highest possible strength 12.9) anchored in the
fuselage and the good CfK matrix of the blade so that the impeller would survive this
mouldings in the in-
ner inlet area (here This picture clearly
without flaps). shows how the flaps
attached to two thin
spring steel wires are
sucked inwards du-
ring the test run. The
upper flaps are more
angled because the
impeller builds up a
higher vacuum there
due to the downward
curved inlet.

The swivel nozzles

are adjusted without
play using a pulley
and thin ropes; this
is particularly impor-
tant for yaw control.

22 JET POWER 6/2021

load. After another crash and further optimisa-
tion, this problem was eventually solved. Cur-
rently, a desired in-flight adjustment is still un-
clear; an initial concept with a helicopter
swashplate proved impractical at 22,000 rpm
(about 1 0x faster than normal).
Before that, in January 2018, due to the
50th anniversary of the Do 31 first flight, the
invitation came from the Dornier Museum in
Friedrichshafen to VTOL model pilots world-
wide for a meeting with demonstration and
evaluation; I was naturally attracted to par-
ticipate. After submitting photos and de-
scriptions, my Harrier was approved for par-
ticipation in 2018. The task was to get the
The variable pitch impeller using a swash plate; here with a quadruple servo block for cyclic
model ready to fly quickly. When using this
many servos, I also wanted to save weight blade pitch still has room for improvement.
on their wiring and had decided to run only
a somewhat thicker, central supply cable (±)
with various branches inside the model and
only the signal cables with very thin cross-sections each from disappointing for me and other participants, visitors, guests
the receiver to the servo. You can find suggestions like this on and of course the organiser himself !
the Internet. But the result after many days of wiring work was In the summer of 2019, after talking to an axial fan expert at our
catastrophic - everything was shaking; I have not been able airport in Köckelwick, I decided not to continue working on this
to solve it yet. When I disconnected the wings, everything was model, but to make another fresh start. Actually only a few small
quiet. Unfortunately, I had to go to the VTOL meeting with changes, but in the end they required the complete recreation of
these technical problems and therefore could not even risk a almost all negative moulds - another enormous effort. I will report
standing run there for obvious safety reasons. This was very on this in one of the next issues.
JP
 CORE
JP Text/Pictures: Johannes Rabe

The participants of the second CORE

Workshop by PowerBox Systems.

PowerBox
CORE Workshop
at Nennslingen/Germany
On 2nd October 2021, the company PowerBox Systems invited participants to the second CORE
workshop. at the model flying field of the JMSV Nennslingen. Around 30 participants accepted
the invitation, who arrived punctually at 9:30 am. Among the participants were also some of the
model aviation scene such as Thomas Naumann, Dominik Grebe, Jürgen Schreiner and Max
Chubrasik, to name but a few.

After the welcome and short introduction by company boss plained. Apart from the high-quality stick units, the large dis-
Richard Deutsch, Erich Bäcker took over to run the workshop. play on the transmitter stands out. The two transmitting an-
Erich has been a CORE pilot from the very beginning and is a tennas are hidden in it on the back. The display on the front is
member of the PowerBox test team. He led the workshop in designed as a touch screen on which the user can display all
an easy-to-understand manner and with great expertise, and kinds of information via individually created so-called widgets
his wide-ranging experience meant that he was well equipped (known from the world of smartphones). One of the most im-
to answer any questions that arose. portant parameters here is LQI (link quality, connection be-
At this point, we do not want to give a detailed account of tween transmitter and receiver), which can be used excellent-
the workshop, but only a summary of the topics addressed. ly to determine the optimum receiver or antenna positioning in
First, the concept and construction of the transmitter were ex- the model, for example. CORE is capable of recording and dis-

24 JET POWER 6/2021

 An essential component of the CORE philosophy is the asisstent, which
accompanies the the user step by step during the creation of a new model.
support. This ensures that even inexperienced pilots can set up the model
correctly and quickly in the transmitter.

playing approx. 800 telemetry data per second in real time - reset. The warnings can also be indicated by means of vibra-
leaving nothing to be desired. tion of the transmitter or acoustic signals.
An essential part of the CORE philosophy is that the user New from spring is the sequencer. With its help, servos can
is guided step by step through the wizard after creating a be controlled in a defined time sequence. It should be noted
new model. At this point, we would like to point out another that servos that are controlled by the sequencer cannot be
central feature of CORE, the so-called functions. This en- controlled with another encoder.
ables the pilot to assign several servos to one encoder; he Of course, so much concentrated knowledge transfer
also has the possibility to individually adjust the shares of all makes you hungry and so a lunch break was taken from 1 to
servos involved. 2 pm. Those who know the JMSV Nennslingen will be aware
The interested workshop participants, who actively partici- of the excellent catering provided by the members at events.
pated with questions and discussions, were also informed, The lunch break was also used by the participants for ques-
among other things, that the heart of the CORE transmitter is tions and a lively exchange of experiences. After the lunch
the powerful Linux operating system, which is the standard break, Gunter Zielke, owner of the company Smoke-EL, pre-
operating system on industrial computers. It is important to sented the Tele-Bridge. The Tele-Bridge connects Jeti-com-
know that CORE creates a backup copy of the model every patible sensors to the telemetry input (P2 bus) of the CORE.
time the model is changed or switched on. The user therefore On Gunter's homepage you can find a list of third party sen-
has the option of reloading the initial state after changes have sors that have been extensively tested with the Tele-Bridge.
been made that may not have had the desired effect. This is At 14:30 the theoretical part of the workshop ended and the
easily done via the file manager. CORE also creates log files of participants had the opportunity to fly their models. For the
each flight, on which all available telemetry data is stored. PowerBox team, however, this was far from the end of the day.
These can be pulled onto a stick using the file manager and Erich, Richard and the other team pilots were still available for
analysed using the software provided by PowerBox System. questions and discussions, and helped one or two pilots with
Erich also explained the powerful tool of alarms. Alarms can adjustments to the CORE or the iGyro.
be assigned to a variety of sensor data, which are made visu- The all-round successful day was concluded with a joint din-
ally visible via a widget. As soon as the alarm option has been ner. The dinner was hosted by PowerBox Systems, so that no
selected for the corresponding widget of the sensor signal, costs were incurred by the participants. The great interest of
yellow or red triangles are deposited in the widget after the the participants made it clear that the workshops should be
threshold values have been exceeded or not reached (flashing continued, possibly with a sub-area as an intensive workshop.
means one-time violation of the criteria, permanently lit means JP
permanent violation). Of course, these warnings can also be

Erich Bäcker skillful-

ly led through the
workshop.

25
 NITRO DAYS
JP Text Winfried Ohlgart Pictures: Wolfgang Semler, Winfried Ohlgart

Line-up of the pilots with

their models.

30 Years
Nitro Days
Peter Cymral invited to the anniversary and more than 100 pilots with 150 models from five nations
came to Niederöblarn. 30 years ago, when the first impeller models became popular in Europe, the
Nitro Days were held in Punitz. Peter Cmyral, the driving force of the jet scene in Austria, had the
idea of organising a meeting of all the "crazies" who were involved in the much ridiculed impeller
jet flying at that time. The name said it all, because without adding a lot of nitromethane to the fuel
of the piston engines, flying was not possible due to the lack of revolutions per minute and the
associated power of the impeller engines.

26 JET POWER 6/2021

 Now, 30 years later, the scenes have changed fundamen-
tally. Turbines drive the models with a technical perfection
that was unimaginable back then. To remember the begin-
nings, Peter has put together a video from the early Nitro
Days, which caused great hilarity and was shown on Satur-
day evening after the night flying show. When it was all over
in Punitz, the organisers around Peter Cymral and Aldo
Ofenheimer moved to Niederöblarn. The airfield in front of
the breathtaking backdrop of the Grimming is fantastically
beautiful and more than suitable for this event. However, fly-
ing in front of the mountain scenery with no horizon takes
some getting used to at first, because the rock face of the
Grimming appears closer than it actually is. A hotel directly
at the site and the large hall of the gliding school where the
models could be parked made this event perfect. Since
Corona is still part of everyday life in Austria, the 3G rule ap-
plied to all participants and spectators, which was also con-
sistently checked.
On Friday there was still free flying, but a strong crosswind in
the afternoon shortened the number of models to be flown. On
Saturday, every pilot who wanted to fly had to register and was
entered in a list with his start time, which could be downloaded
to his mobile phone. This ensured that everyone was in the
preparation room on time, which made for a speedy flight, with
Robert Sedlmeier keeping a watchful eye on things as flight di-
rector. During the one-hour lunch break, it was the turn of the E-
impellers and the other pilots could enjoy the break with won-
derful sunshine and good food. After the break, nostalgia was
the order of the day as real impeller models were demonstrated.
What aroused the enthusiasm of many old hands was some-
times mildly smiled at by the younger jet generation and met with
comments such as: "You've flown something like that! you flew
something like that?". The entertainment of the numerous spec-
tators was provided by Kurt Donner, who accompanied the
events on the runway with witty comments and told many an
anecdote. In the official part, the President of the Austrian Aero-
club, Wolfgang Malik, and the Deputy Mayor of Öblarn, Klaus
Bliem, welcomed the guests. Peter Cymral was awarded the
Gold Badge of Honour for his services to model flying. An hon-
our that Peter really deserved and which was accompanied by
much applause from the pilots.
On Sunday afternoon, the ranks of the participants thinned
out because many still had a long way home. They said good-

28 JET POWER 6/2021

 Line-up of the pilots with their models, in the
background the mountain Grimming.

The Nitro Days have

always been something
special and will continue
to be so in the future,
thanks to such dedicated
model pilots like
Peter Cymral and Aldo
Ofenheimer, and the
many many helpers in
the background! In front of the big hall. The programme booklet from 1994 from
my archive.

29
On the taxiway with the
Grimming in the background.

The boss Peter Cmyral.

bye with the firm intention of coming back to Niederöblarn next

Christophorus 14, known from the German TV series "Die Bergretter" is
year. Peter was relieved that almost nothing had happened,
that everyone who wanted to fly was able to do so, and that not also in Niederöblan. Here he is hiding somewhat shyly in the hangar.
only was the weather perfect, but the atmosphere among the
participants was great. The Nitro Days have always been some-
thing special and will remain so in the future, thanks to such
dedicated model pilots as Peter Cymral and Aldo Ofenheimer
and the many helpers in the background.
On the AJMV website ([Link]/blog/) you can see
both the video from the early days of the Nitro Days and a film
about the anniversary event. It's worth a look in any case. The
following pictures should whet your appetite for more and
maybe you will see us again next year at the 31st Nitro Days
in Niederöblarn.
JP

Comment from the young spectators: "Dad, I want a bobby car like that
too!" Moritz Gärtner with his bobby car with turbine drive.

30 JET POWER 6/2021

31
 News from the
BURAN
JP Text/Pictures: Michael Speier

Speier
Space Centre
Buran is ready for take-off

A formidable team: the Buran on the Antonov.

View from above.

The Buran space shuttle has now been attached to the

Antonov for the first time. The frame consists of carbon fibre
tubes and GRP fixings. In the fuselage of the Buran there are
strong springs at the attachment points at the front, which
push the fuselage of the space glider up at the front when it is
released and thus increase the angle of attack when it is lifted
off. This is triggered by a 60 kg servo. It is planned to let the
turbine in the Buran run at full throttle during take-off to short-

32 JET POWER 6/2021

 The frame is made of
carbon fibre tubes.

In the fuselage of the Buran there are strong springs at the front
attachment points. When released, they push the fuselage of the
glider upwards and thus increase the angle of attack during take-off.

With such Mistel, any workshop quickly becomes too small.

It is planned to The rear support in detail. The Buran has great

start with the turbine Good turbine outlet is also clearly visible. resemblance to the
running in the Buran. Space Shuttle.

en the take-off distance. Soon, the first test flights will take
place, first without and then with separation of the Buran. Jet-
Power will report on this in detail.
Due to the weather conditions, the pictures were taken in
Michael Speier's workshop. But they give a good impression
of the size of the whole team. This marks the peaceful end-
point of the so-called mistletoe vehicles, which were among
the developments without much impact during the Second
World War.
Editor's note: Readers can find out more about the history
of the Mistel teams in the featured book on page 8.
JP

33
 MIG-17
JP Text Winfried Ohlgart; Pictures: CARF-Models

MiG-17 New at CARF-Models

Andreas Gietz talks with JetPower

about the new MiG-17 from CARF-Models

34 JET POWER 6/2021

35
 The remarkable fuselage length of 3.20 metres is a striking use another chassis. Because of the not uncomplicated in-
feature of the new MiG-17. This is mainly due to the heavily stallation it is intended to sell the first ten models only as
swept rudder and tailplane, the actual fuselage is significant- ARF-Plus models with installed landing gear, installed tanks
ly shorter. A special feature of the fuselage is the simple sep- and installed thrust tube.
aration without the usual hard-to-reach screws. Four 20 car- It has been our experience that when the landing gear of
bon tubes connect the two fuselage halves, this connection such a complex and also expensive model is supplied by sep-
is already stable in itself after pushing together. The parting arate manufacturers, customers often have problems with the
line is between the wing stiffeners, with which the two fuse- installation. The geometry of the MiG-17 landing gear is com-
lage halves are firmly connected to each other without further plicated, even if it doesn't look like it. The landing gear mech-
screw connections after the wings have been attached. anism has to be installed at a certain angle outwards and up-
For the landing gear, new mechanics were designed to- wards so that the landing gear leg swings forward exactly in-
gether with Electron, which are exactly suitable for the to the not too large wheel well and the wheel is exactly parallel
geometry of the landing gear. The landing gear legs and to the underside of the wing.
wheels are manufactured by CARF and the entire landing In the orders placed so far, actually every customer has cho-
gear is also marketed as CARF landing gear. Due to the sen this ARF-Plus variant, with more than half of them even or-
complicated geometry of the chassis, it is hardly possible to dering a completely finished PNP model. This shows that the

36 JET POWER 6/2021

 Why a MiG-17? Quite simple: Because there has never been a model of
the MiG-17! After the MiG-15, many model pilots wished for the successor.
The procurement of documents of the original was difficult. Nevertheless,
the MiG has become an extremely detailed scale model.

market for these high-priced models has changed completely Why a MiG-17? Quite simply because there hasn't been one in
in recent years. The model pilots who can afford such a mod- the model yet! Our MiG-15 is still in production after 20 years and
el no longer want to spend time in the tinkering room, they want many model pilots have asked me about the MiG-17 in recent
to fly and therefore the model must be ready. years. However, since there are very few usable documents for
We have reacted quickly, adapted to these customer wish- the MiG-17, also because it is an old Russian aircraft, we hesitat-
es in the factory and are now also generally producing more ed for a long time. The original plan was to photograph and mea-
and more PNP models for our customers. We can do this be- sure an original MiG-17 in the USA. We had already made an ap-
cause we have the great advantage of our own production. pointment with the owner of the "171" to come to Alabama - but

37
 A picture is worth a
thousand words. Philip
"Simply Phil" Kaindl
has photographed the
CARF MiG-17 in an
impressive way.

TECHNICAL DATA
Wingspan | 2,65 m
Length | 3,20 m
Weight | with careful construction
under 25 kg
Engine | KingTech 235 G4 or
turbines witht 210 – 220N
Tank capacity | 6 l in 3 tanks,
alternatively 1 tank can be used
as smoketank
Manufacturer / Source | CARF-Mo-
dels, [Link]

then Corona came. Since we did not want to wait any longer, the 17 is an impressive scale model that looks very realistic, but has
project was realised with the existing documents, whereby we not been built totally wacky from a single prototype.
deliberately refrained from claiming absolute authenticity. Nev- It is planned to have the first ten models produced towards
ertheless, it turned out to be an extremely detailed scale model. the end of October to the point where they can soon find their
In addition, you have to know that these restored aeroplanes are way in containers to Germany and the USA.
so filled up that you can hardly recognise panel lines and rivets. The fantastic pictures by Philip "Simply Phil" Kaindl im-
But we did not want to have such a "plastic plane". We detailed pressively set the scene for the CARF MiG-17 and say more
our MiG-17 on the basis of the documents and many photos and than 100 words. At a later date we will report more about the
worked on the prototype with patina, which was incredibly good model, its inner workings and its flight characteristics.
for the model. It was not the main objective to produce a model JP
with which one can win the World Jet Championship. The MiG-

38 JET POWER 6/2021

39
 A-10
WARTHOG
JP Text/Pictures: Wolfgang Semler
Thunderbolt II The two seater

If you are looking for a professional kit of the A-10 Warthog, you can't go past the
manufacturer MIBO from Slovenia. MIBO offers the model in two different sizes, one
in 1 : 4 scale and one in 1 : 5.8 scale. A new addition to the range is the two-seat
version of the Hog, of which there was only one in the original. In 2017, the author
had the great fortune to witness the maiden flight of the two-seat variant. Since the
developer and builder Michael Wurm is a fellow club member, it was quickly agreed
to write a report on the creation of the model.
The original
In March 1979, the first aircraft, serial number S/N73-1664,
was returned from pre-production to Republic for conversion to
a two-seat prototype. The aim of the three-month conversion was
to build an all-weather and night-flight capable fighter. It was giv-
en the designation (Y)A-10B N/AW. The work included the con-
version of the forward airframe, where the installation of a sec-
ond cockpit took place. This accommodated the additional
avionics components of the Electronic Warfare Officer. ACES IIs
were used as ejection seats. They were designed to fire through
the canopy. Another visual change, besides the extended cock-
pit area, was the extension of the two vertical stabilisers at the
rear of the fuselage by 20 inches at the top. Flight testing began
on 4 December 1979, with approximately 49 hours flown during
Michael Wurm developed the two-seater version from the single-seater
28 missions.
Due to progress in night attack equipment on the single- kit. Here you can see the templates he used to define the cut-out on
seat variant, further development of the two-seat programme the back of the fuselage.
was cancelled. The planned modification of further single-
seat aircraft as two-seat trainers was also never realised.
Thus, there was only the one aircraft that was modified for test
purposes, but series production failed to materialise. Today,
this aircraft can be seen in the Air Force Flight Test Center
Museum at Edward Air Force Base in California.

The idea for the replica of the A-10 Warthog

Michael Wurm is behind the project of the single- and two-
seater A-10 Thunderbolt II. He has always been fascinated by
the original and therefore the realisation as an RC jet was quite
obvious. Michael built his first single-seat A-10 in 2002 / 2003

The two-seat variant had a raised rudder, which is of course also reprodu-
ced in the model. It is included in the conversion kit and must still
be adapted to the vertical stabiliser.

42 JET POWER 6/2021

 fered under the designation "Gen 6". Work began in 2006 and
the prototype had its maiden flight two years later. Due to the
successful implementation of the project, the realisation of a
larger model in 1 : 4 scale began in 2009, which had its maid-
en flight in 2011. The impressive model is offered to customers
in different prefabrication stages by the company MIBO.

The two-seat version (Y)A-10B N/AW

The decision to build the two-seater was made by Michael's
son Markus, who is also an enthusiastic model pilot. Like his
father, he wanted to own a model of an A-10. If another Hog
was to fill the model cellar at home, then it had to be some-
thing special. After some research, which proved not to be
easy, it was clear that it had to be the two-seater. Similar to the
After moulding the master model and the cut-out, the first seat test
original, the original model of the A-10-Gen 4 served as the
can be made on the back of the fuselage. The antennae attachments basis for the creation of the two-seater original model.
are clearly visible. Michael drew the modification of the canopy on the comput-
er, where all details including the panel lines were incorpo-
from a GübaTech kit, which was still in styro-balsa construc- rated. In the course of the adaptation work, the rudder was
tion, but already had the fuselage and engine nacelles in GRP modified according to the original model. At the beginning of
construction. The model had a wingspan of 3,000 mm, a 2017, the master model was created by Michael from balsa /
length of 2,750 mm and was powered by two Jetcat P120 tur- plywood and roofmate. After the subsequent covering with
bines. When in 2004 the Slovenian company MIBO took over GRP, sanding and painting, the moulding of the conversion
the production and distribution of the kit, he had the opportu- kit was carried out by the company MIBO. In the next step, the
nity to revise the model on behalf of MIBO. Among the most fuselage of the single-seat A-10 version can now be cut out
important changes was the production of the fuselage, the according to the template for the two-seat version. The two-
wings and the supporting structure from GRP instead of the seat version had its maiden flight in October 2017, but with-
styro-balsa construction. Further changes and additions were out the removal of the cockpit. In terms of flight behaviour, the
the realisation of detailed add-on parts and the design of the two-seat version retained the very good flight characteristics
distinctive cannon. Michael's task was to build the original of the single-seat version. To increase the level of detail,
model as well as the prototype on a scale of 1 : 5.8. The com- Michael drew the fixtures of the two cockpits on the comput-
pany MIBO took over the further development into a series
model. The model became known under the internal designa-
The conversion kit
for the two-seater
tion "Gen 4". Through further improvements, it is currently of-
includes all parts
needed for conversi-
on. This includes all
the necessary con-
necting and positio-
ning bulkheads.

After the newly designed cockpit area fits to the fuselage,

the cutting out the canopies can begin.

43
The detailed replica of the cockpit is made of resin parts and is included Of course, the true-to-original finish must not be missing, it underlines
in the conversion kit to the two-seater. the character of the model considerably.

er. In the future the panels will be available as a resin kit and For weight reasons, the weapon load on the wing undersides
included in the conversion kit. This will not only include the had to be reduced in accordance with the original. The (Y)A-
removal of the cockpit, but also the complete conversion kit 10B N/AW is offered as a complete kit including electric re-
to the two-seater variant including the fin elevation. If you want tractable landing gear, paint and add-on parts. Optionally there
to realise this variant, the kit of the single-seater will be deliv- is the possibility to order the landing flaps as Fowler flaps, which
ered together with the conversion kit. As a service, MIBO of- increase the degree of realism even more. At the moment there
fers the conversion to the two-seater on request. If you are in- is only one airworthy model, the one by Michael Wurm. It is pow-
terested, please contact the company. ered by two Jetcat P-100s, the associated tank has a capacity
of 2.2 litres each and a hopper tank with
a capacity of 250 ml. A Jeti is used as the
remote control system. In addition, the
model has lighting from uniLight and the
decals are from TaylormadeDecals. As al-
ready mentioned above, the model had
its maiden flight in October 2017. The fin-
ish was applied to the (Y)A-10B N/AW in
winter 2017, followed by the cockpit fit-
ting. This special model of the A-10 will
certainly be seen at one or the other air-
show in the coming season, and not on-
ly in the static display..
JP

Two men in the A-10. As a model, the Hog

made it into series production, but in the
Air Force it remained a prototype.

44 JET POWER 6/2021

[Link]

Abb. (v.l.): Andreas Strauß; Sunlight GmbH / Roadfans; Cube; Glory Boards/Alex Meliss; Schlossanger Alp/Andi Mayr
Für alle Outdoor-Liebhaber.
Sie begeistern sich für Outdoor-Aktivitäten? Sie suchen nach Inspirationen
für Ihre nächste Urlaubsreise oder Freizeitgestaltung? Tauchen Sie ein
in unsere Themenwelten Camping, Wandern, Fahrrad, Wassersport und
Lifestyle. Finden Sie jetzt den Inhalt, der zu Ihnen passt!

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Tel. +49 7221 9521-0 | Fax +49 7221 9521-45 | info@[Link] | [Link]
 CARRIER FLEET
JP Text/Pictures: Hermann Wieking

The aircraft carrier Intrepid

in New York harbour.

Carrier-based
Oldie Jets
on the museum aircraft carrier USS Intrepid
in New York harbour.

It is a rarity to see carrier-based jets in their original form in our country; jets from the 1950s or 60s are
hardly ever seen, neither at airshows nor at airfields. Naturally, carrier-based jets operate jets operate
from aircraft carriers, and this takes place somewhere on our oceans. The aircraft carrier is the home
base and home of the aircraft.

To take off and land from an aircraft carrier, the carrier- riers are fed by the secondary system of the reactor. In devel-
based aircraft are equipped with special devices. One of opment for the new aircraft carriers of the US Navy of the
these is a fold-out connecting piece on the nose landing gear General R. Ford class is the EMALS (Electromagnetic Air-
for transmitting power to the catapult carriage, and the other craft-Launch System) which works according to the principle
is the arresting hook at the rear of the aircraft. Depending on of the drive of a magnetic levitation track.
the type, the take-off catapult accelerates a jet on the 200-me- The landing procedure on an aircraft carrier deck is carried out
tre-long runway to about 260 km / h. At present, steam cata- by means of the arresting hook extended at the tail, which has to
pults are still used, which in the case of nuclear-powered car- catch one of the four arresting cables stretched across the run-

46 JET POWER 6/2021

The catapult carriage is connected to the nose gear
of the F / A-18 B Hornet. connected. Ready for take-
off! The "shooter" signals the "launch" to the pilot.

It worked! The F / A-18 E / F Super Hornet The Optical Landing System assists the pilot in maintaining
caught one of the four arrestor cables. the correct approach angle.

way. The arrestor cable slows down a 30-tonne jet, for example, a weight of 41,434 tons and a crew of 3,388. With her on-
from 240 to 0 km/h in just two seconds. The taxiing distance of board helicopters, she participated in the recovery manoeu-
the jet is only about 90 metres. The mirror-based Optical Land- vres of the Mercury and Gemini space capsules and astro-
ing System assists the pilot of an approaching aircraft in main- nauts of NASA's space flight programme in the 1960s and
taining the correct angle of approach and thus guides him onto 70s. From 1966 to 1970, the Intrepid was deployed in Viet-
the aircraft carrier deck. You can learn about the device and how nam with the A-1H Skyraider and F-8 Crusader. Until its de-
it works on the Intrepid in the hangar deck. commissioning on 15 March 1974, it cruised in the North At-
The United States operates five museum aircraft carriers, lantic, the Mediterranean and the Baltic Sea, especially for an-
two on the West Coast, two on the East Coast and one on the ti-submarine warfare, and took part in NATO manoeuvres.
Gulf of Mexico. I have visited the Intrepid Sea, Air & Space Mu- On 3 August 1982, the Intrepid Sea, Air & Space Museum
seum in New York several times. Due to the many jet oldies, was opened at Pier 86 in Manhattan. Today, the museum pre-
it is a worthwhile object for a side trip during my USA busi- sents four levels to visit: Flight Deck, Gallery Deck, Hangar
ness trips. A special attraction is the location of the museum Deck and Third Deck. Also on display is a Growler-class sub-
in the heart of New York with an impressive backdrop of sky- marine with a Regulus rocket. On 11 September 2001, the In-
scrapers in the background. For the ambitious model flyer trepid became the temporary headquarters of the FBI after
and builder, it is a place of inspiration and valuable informa- the attacks on the World Trade Center. It's cleverly done; from
tion for new building projects. Just standing on a real aircraft the Welcome Centre, after purchasing your ticket, you go di-
carrier is an uplifting feeling for the aircraft enthusiast.
The US Navy's museum aircraft carrier Intrepid is anchored This is how visitors to New York get to the Intrepid.
at Pier 86 on the Hudson River on Manhattan's Westside. The The Intrepid is located at 12th Avenue and 46th Street at
Intrepid was in active service with the US Navy for many years Pier 86 just a few streets away from Broadway and Central
and her keel was laid on 1 December 1941 by the Newport Park and is therefore very easy to reach by public transport.
News Shipbuilding & Dry Dock Company in Newport News,
Virginia and she was completed and handed over to the US The Intrepid on the Internet [Link]
Navy on 16 August 1943. Already in January / February of the
following year, she took part in the invasion of the Marshall Is-
lands in the Pacific. During the following years of war against
Japan, the Intrepid was hit hard several times by kamikaze at-
tacks in which many soldiers lost their lives. However, the
Japanese did not manage to sink the Intrepid. After the war,
she was completely rebuilt and modernised. She was given a
reinforced and offset flight deck (allowing simultaneous car-
rier take-offs and landings) with new steam catapults, more
powerful armament and new sonar and radar systems. After
the conversion, the Intrepid has a length of over 300 metres,

47
 In Europe, the F3H / F3B Demon with the
distinctive tail unit was never seen.

You get that Top Gun feeling when you

suddenly find yourself standing next
to an F-14 Tomcat.

A further development of the Grumman F9F Panther is the F9F-8 Cougar In order to increase the angle of attack during the landing approach, the
with the space-saving folded-up wings. Vought F-8 K Crusader could hydraulically increase the angle of attack
of the wing by 7°.

rectly to the lift, called the Tower, which then takes you to the
desired level of the aircraft carrier. There are four lift towers
built next to the Intrepid, which are connected to the individ-
ual levels of the carrier via gangways. It is a gigantic sight
when you enter the flight deck of the carrier and stand right
next to a Grumman F-14 Tomcat. It gives you that Top Gun
feeling! The panorama offered by the skyscrapers of Man-
hattan in combination with the aircraft carrier and the parked
aircraft is unparalleled.
But let's turn to the carrier-based jet oldies. As mentioned
earlier, the Tomcat immediately catches your eye as you en-
ter the flight deck. The F-14 once formed the backbone of the
Navy until it was replaced by the F / A-18 Hornet, which in turn
The Grumman F-11A Tiger in the livery of the Blue Angels
has since been superseded by the F / A-18 Super Hornet.
The last Tomcat was decommissioned in September 2006. aerobatic team.
A development from the early 1950s is the McDonnell Dou-
glas F3H / F3B Demon, which entered service with the Navy
in 1956 as an all-weather fighter with radar. The Demon
reached a top speed of 1,152 km/h and was equipped with used by the Marine Corps and the Argentine Navy. Almost
four 20 mm cannons. A total of 517 machines were in service 2,000 aircraft of different variants were built.
with the US Navy. The development of the Grumman F9F-8 The Vought F-8 K Crusader was the last Navy fighter to be
Cougar was based on the design of the F9F Panther. The car- equipped with on-board guns as primary armament. In order
rier-based fighter made its maiden flight in 1951 and was in to increase the angle of attack when approaching an aircraft
service with the US Navy until 1974. The Cougar was also carrier without impairing the pilot's view, the Crusader could

48 JET POWER 6/2021

hydraulically adjust the angle of attack by 7° by raising the Scimitar was in service from 1957 to 1965, but due to the high
wing. The Crusader was also the first fighter to test the first accident rate, it was taken out of service relatively quickly. 76
fly-by-wire system. A total of 1,261 aircraft were built. The aircraft were built.
Grumman F-11 A Tiger (was a carrier-based fighter used by The development of the Douglas F3D Skyknight carrier-
the US Navy in the 1950s and 60s. Its top speed was just un- based fighter aircraft with two engines dates back to the
der 1,200 km / h. In the 1960s, the Tiger was used by the Blue 1940s. The first flight took place in 1948 and it entered ser-
Angels aerobatic team. Of the 200 aircraft built, one aircraft vice with the US Navy and Marine Corps in the early 1950s.
in the design of the Blue Angels is on display at the Intrepit. 265 aircraft were built.
The McDonnell Douglas AV-8B Harrier II was a further de- The two-seat, all-weather, twin-engine, supersonic McDon-
velopment for the Marines and was used as a carrier-based nell Douglas F-4 Phantom II entered service with the US Navy
VSTO fighter, e.g. on the USS Nassau. It was also used by the as early as 1960. It was developed in the 1950s and made its
Spanish and Italian navies. Almost 400 examples of the more maiden flight in May 1958. In the 1960s, the Phantom II es-
modern Harrier II variant were built. tablished itself as a predominant type, used as a fighter, fight-
The Dassault Etendard IV M was a carrier-based fighter sta- er-bomber or reconnaissance aircraft. Almost 5,200 exam-
tioned on the French aircraft carriers Clemenceau and Foch ples were built. The Phantom II was also used by the German
and in service from 1962 to 2000. The maximum speed was Luftwaffe as a fighter (F-4E) and as a reconnaissance plane
over 1,200 km / h. 90 copies were built. (RF-4E). The maximum speed was Mach 2.2.
The Supermarine Scimitar was developed especially for the The Grumann A-6 Intruder was designed as a carrier-
Royal Navy. A twin-engine, carrier-based fighter aircraft that based, all-weather fighter for the Navy. It was the replacement
was used as an interceptor as well as a fighter-bomber. The for the piston-powered AD-1 Skyraider. The first flight took

In action on the French aircraft carriers was the

Dassault Etendard IV M.

Also carrier-based in action: the vertical take-off

aircraft McDonnell Douglas AV-8B Harrier II..

The carrier-based Douglas F3D Skyknight was already developed

The Royal Navy's carrier-based twin-engine Supermarine Scimitar. in the 1940s.

49
The F-4N Phantom II was the backbone of the US Navy for many years. A-6 Intruder, the US Navy's all-weather, carrier-based fighter aircraft.

The parallels to the North American F-86 are unmistakable: Almost 3,000 examples of the Douglas A-4 were built and deployed in
the carrier-based North American FJ-3 Fury. many nations besides the US Navy and US Marine Corps, not only as a
carrier-based fighter-bomber.

place in April 1960 and the introduction into the Navy fol- um, who are located in the exhibition areas. Unfortunately, my
lowed in 1963. Derived from the Intruder was the ES-6 contribution is limited to just a few details of the museum,
Prowler model for electronic warfare. A total of 693 A-6 In- there is much more to see and explore such as the Growler-
truders were built. class submarine, the Concorde and the infrastructure of an
On display in the hangar deck of the Intrepid is the North aircraft carrier with command centre, mission control and
American FJ-3 Fury. Its development dates back to the late radar and sonar area. For those who want to experience a
1940s. The Fury was designed as a carrier-based fighter- museum aircraft carrier with rare carrier-based aircraft and
bomber for the US Navy and Marine Corps. The first flight that in the middle of a world metropolis, the Intrepid is a must.
took place in 1951 and the introduction to the units in 1954. The carrier-based oldies presented in my article are jets that
The parallels to the development of the North American F-86 were developed in the 1940s to the 1960s and are no longer
are unmistakable. 741 aircraft were built in total. in service today. Without question, all the aircraft are highly in-
The Douglas A-4 Skyhawk was developed for the US Navy teresting objects for the aircraft enthusiast as well as for the
as a light, low-cost, carrier-based fighter-bomber. Develop- modeller. Unfortunately, the impressions gained on the USS
ment began in the early 1950s and the first flight took place Intrepid and the aircraft, which are presented in top condition,
in June 1954. In addition to the Navy and the Marine Corps, can only be reproduced in pictures and text to a limited ex-
the A-4 was or is flown in different variants by many nations. tent. You have to see it for yourself!
In Germany, the A-4 N variant is in service as a target display JP
aircraft with Discovery Air Defence Service at Wittmund Air
Base. Production numbers total 2,960 aircraft.
All aircraft are in a very well-maintained condition and come
with extensive information material. If you need further infor-
mation, you can get it on the Flight Deck as well as on the
Hangar Deck from the friendly supervisory staff of the muse-

50 JET POWER 6/2021

51
 uniLight
UNILIGHT
JP Text/Pictures: Winfried Ohlgart

module
EMBEDDED
missing in my case, so an adapter was quickly soldered from
two JR sockets. The Embedded can be connected to a 2s
LiPo battery via the Y-cable supplied. With HV systems, how-
ever, a direct receiver connection is also possible.
The Desk software is a Windows application that changes
depending on the development status and available devices.
If the selection for the Embedded does not appear at the first
start, you must wait a few seconds until an update has run in
the background. The next time you start the application,
the Embedded selection menu appears. This is structured
as follows:

Light channel setting

The comparison with the toothpick shows,
Here, the circulation time and a soft switching transition
how tiny the embedded is. can be freely programmed. Furthermore, both a minimum
value for the switched-off state and a maximum value can
be set.
At 7 x 30 x 2.5 mm, the Embedded is currently uniLight's Settings for the light patter n
smallest but most advanced light control unit. Due to its size, This menu item already contains some light patterns that
it can be integrated directly into the lighting. With its 1 ½ func- can be called up via the servo travel. In addition, there is a
tions, it has one fully configurable channel and a second freely definable custom light pattern that can be programmed
switched channel. It can be fully programmed and configured via the desk. It is also possible to specify that this custom pat-
using the freely downloadable uniLight Desk software and tern is always loaded at system start-up.
the programming cable. To do this, the programming cable is Under voltage
connected to the receiver connector of the Embedded. How- Here you can see the current supply voltage and define a
ever, since both connections are JR plugs, uniLight supplies voltage below which the light is deactivated. This can be inter-
a corresponding three-pin header. Unfortunately, this was esting if the lighting is supplied from the HV receiver voltage.
Temperature
With this function, the lamp is
switched off when a maximum tem-
perature is reached. A second option
is to automatically adjust the power
of the lamp to prevent it from switch-
ing off.
System settings
Advanced functions are displayed
here. For example, the time base of
the light signals can be changed to
With the help of the
the pulse rate of the receiver in order
free uniLight Desk soft- to operate several embedded con-
ware and the program- trollers synchronously on the same re-
ming cable, the module
can be programmed
ceiver. In addition, a faster system
and configured. start can be activated.

52 JET POWER 6/2021

 The light patterns in
the selection menu.
Quicklink

Software uniLight Desk

[Link]/info/[Link]

Summary
It is amazing what this small part contains in terms of elec-
tronics and functions. You have to be careful when soldering
the connections for the lamps, because it's a tight squeeze. I
would like to emphasise the good description and the clear
Desk programming software.
JP

The Desk Screen

with the Embedded
Plus.

The menu items

Light channel
setting and Light
pattern setting.

Ultra Spotlight of the 21 mm series with A landing gear light from

two lenses. the 16 mm series.

The user-defined
light patterns.
Ultra Spotlight of
the 10 mm series.

The menu items

undervoltage and
temperature.

The headlights are

controlled by the Embedded.

The embedded control has three status LEDs and a push-

button. One LED each indicates channel 1 and channel 2.
The third blue LED displays some information. If the push-
button is briefly held down when switching on, the Embed-
ded changes to programming mode. By pressing it several
times, the stored light patterns are shown even without a re-
ceiver connection. If it is held longer after switching on, a re-
set is performed. If the button is pressed during operation,
the speed of the light pattern can be changed.

53
 Yellow Ribbon
F-86 SABRE
JP Text: Uwe Beckmann Pictures: Steffen Kühne, Uwe Beckmann

F-86 Sabre by HSD

The Lucky Lady has landed. It is a decal on the F86 / Yellow Ribbon from HSD. I got one of the
models from the first delivery to Germany. As I had almost only positive experiences with the
HSD Me 262, I could not do without it. the now presented F-86 Sabre. I decided on the
"Yellow Ribbon" design because of a recently seen western about the time of the American cavalry
after the Civil War. after the Civil War. At that time, soldiers wore a yellow bandana which they gave
to their adored their sweethearts. The women supposedly wore this Yellow Ribbon as a sign, that
they were already spoken for. I guess the romantic got the better of me.
54 JET POWER 6/2021
 Compact in a cardboard box. The F-86 is stowed away to save space.

View inside the

fuselage towards
the impeller.

sockets. Additionally I soldered a UniSens-E sensor (model

280A with 2 x 4 mm silicone cable) into the cable of the con-
troller. This gives me the following data in real time on the
Futaba FX36 remote control: current, voltage and used ca-
pacity of the drive battery, voltage at the receiver, temperature
of the controller, the flight altitude (the max. value can be
saved) and the speed of the impeller. However, there are mis-
leading values for the speed, which have not yet been cor-
rected even after a telephone call to SM Modellbau. This is
still being researched.

Scope of delivery
The ARTF version of the model is already equipped with
servos, landing gear, impeller, controller and pre-pro-
grammed multifunction box MFC-2085. This box is the brain
of the model, so to speak. Lights, servos and the receiver are
connected to it. The lighting and the landing gear can be pro-
grammed in the very comprehensive software. Furthermore,
the zero positions, deflections, speeds and delays of the ser-
vos are set. Ergo, only a very simple remote control is need-
ed to steer the model. The rudder linkages and pushrods are
made of metal and fitted with ball heads at both ends. The
servos have aluminium housings and adjust quickly and pre-
The equipment like the multifunction box MFC-2085 and cisely. The landing gear is completely made of aluminium
the servos is identical with the Me 262. But this time, of with ball bearing wheels. An electromagnetic brake works on
course, only a 120 mm diameter impeller is installed. I also the main landing gear. The brake force can also be adjusted
used the possibility to connect my Futaba receiver with S-Bus. in the multibox.
I was also able to use my meanwhile much used and much The wings and the elevators have ready-made multiple
appreciated Xtron 6s / 7,000 mAh LiPos from Stefan's LiPo plugs / sockets and are attached to the fuselage or tailplane
Shop. This also applies to the 2s / 22.00mAh LiPos from the with a carbon tube. The CfK tube of the wing connector was
same company for the RC supply. For this, however, I had to undersized on my model. I wrapped it with some tape and
re-solder to Ansmann 7 mm / 150 gold-contact plugs and now it fits tightly.

55
 The
nose
wheel
section.

Radiator grille for the controller. The impeller.

The fuselage the

numerous scale
details.

The adhesive Foam-Tac is the ideal solution.

The cut-off finger of a latex glove serves
as protection when spreading the adhesive.

The model comes compactly packed in a box. Unfortu- stalled and all rudders and flaps are attached and glued. All
nately, this time there were several, albeit minor, but visible the remaining parts are screwed together. All screws are sort-
transport damages. A building instruction was missing. I ed, packed and labelled. You can't really do anything wrong.
phoned the dealer and was promised that they would send Unlike the Me 262, this time I had to make a greater effort
me one. But nothing arrived within days, so I searched the In- to adjust the servos and rudders. It was necessary to program
ternet. I found what I was looking for on the website of HSD- the zero position and the deflections of the servos in the soft-
[Link]. There was a very detailed and multi-coloured ware of the multifunction box. The manufacturer's techni-
manual in PDF format available for download. I then worked cians were not precise enough. precise enough. In order to
through these step by step. bring the rudders into neutral, almost all the linkages had to
be changed in length. Fortunately,

After a long wait for good

Assembly all of them were long enough, but I

delivery, I used FoamTac. I have weather with a dry runway,

As there is no glue included in the had to shorten some with pliers.
This is the only way to move the ele-

many foam models. It also holds we finally went to the airfield.

been using it for a long time on vators and the flaps in parallel and

well on mixed glue joints such as The take-off took place in a

synchronously. By reconnecting the

plastic and Elapor. But please pay light crosswind without any
servos to the inputs of the Multibox I
got one channel free. I plugged the

If in doubt, there are good tutorials problems. The centre of

attention to the instructions for use. servo of the nose wheel steering in-

on Youtube. Only the nose has to be gravity and rudder deflections

to it and mixed it with the rudder.

glued to the fuselage. But as these seemed to fit right away.

The nose wheel only steers when
the landing gear is extended. In ad-
are large and heavy parts, a good dition, I can trim the nose wheel in-
amount of glue has to be spread in dependently of the rudder. This en-
a short time. This was done very quickly with a cut-off finger sures straight and thus stress-free taxiing when starting with
of a rubber glove. Let the glue flow from the bottle onto the a crosswind.
finger and spread it on both sides. Put the parts together and For balancing, I put the F-86 on the Xicoy wheel balance.
then pull them apart again directly. Wait about four seconds The centre of gravity can be weighed out to the millimetre by
and press them together again. Then I let the glue dry moving the batteries. No additional weights were necessary
overnight. All servos and the retractable undercarriage are in- for this. At the same time you can read off the total weight and

56 JET POWER 6/2021

 TECHNICAL DATA
Wingspan | 1.720mm
Length | 1.715 mm
Wing load | ca. 124,3g / dm2
also the balance over the trans- Take-off weight | 8.000 g
verse axis. I then placed the (with batteries)
model on a smooth surface and Thrust | about 6,300 g at 120A
measured the thrust (approx. 6.3 Engines | 5268-640kv / Inrunner
ESC | Hobbywing 160A
kg) and the maximum current

Impeller | 120 mm 10-Blatt

(approx. 120 A) with a suitcase
scale and a current clamp. I am
aware that these are not exactly Batteries Drive | 2 x 6s / 7.000 mAh
LiPos by SLS,
[Link]
laboratory results, but they are
values that are either worrying or
Batteries RC | 2x 2s / 2.200 mAh by
The airbrake linkage.
disturbing.
SLS, [Link]
Test flight UniSens-E sensor | SM Modellbau,
After a long wait for good [Link]
weather and a dry runway, we fi- Foam-Tac Glue | Motion RC,
nally went to the airfield. This [Link]
model is also transported to the Price | € 1.399,–
Source | Natterer Modellbau,
airfield fully assembled in the trail-
[Link]
er. In the cold season, I want to
spend as little time as necessary
outside assembling the model,
but I also don't want to miss out on flying. This has consider- The multifunction
ably increased my motivation to go to the airfield. The take-off box and the receiver.

took place without any problems in a light crosswind. Let the

F-86 taxi, then after about 20 to 30 metres pull slightly on the
elevator. You can see how the nose wheel lifts up and after
The UniSens-E
about 50 to 60 metres it takes off. The position of the flaps, the
centre of gravity and the rudder deflections seemed to fit from SM model
straight away. making.
I programmed three flight phases with the respective positions
of the landing and airbrakes. So plenty of trimming was needed
for these phases first. All this in a headwind and at different
speeds without somehow even getting the slightest feeling of "At-
tention danger!". The model is absolutely tame. This means that
you always have it under control, even at very slow speeds. There
was no stall over a surface, but it does sag if the speed is too
slow. This makes it clear that you should leave the throttle on

57
 The batte-
ries from
SLS in the
bow.

Annoying: When unpacking, some minor trans- Trimming the linkages.

port damage became visible, such as the com-
pressed rudder surface here.

when landing. So you touch down with the nose set and taxi and set down again. As long as you keep the nose up, there is
about 30 to 40 metres to a standstill without braking. If there is no tendency to jump. I reduced the deflection on the elevator a
still too much speed, the F-86 will take off again immediately with little and increased the expo. This tamed it again without making
the elevator slightly pulled, but it can be starved at a low altitude it sluggish. Otherwise, all deflections are set according to the in-
structions.

Summary
Especially for the coming shorter days, you get a model
with great looks and a very pleasant rushing sound for about
1,400 euros. Due to the eight kilos take-off weight and the im-
posing size, you quickly forget that it is a model made of Ela-
por. With flight times of around five minutes at 4,500 to 5,000
mAh, fun is not neglected either. If more care is taken with the
Lady Luck shows packaging, there is nothing to complain about.
herself freely. JP

58 JET POWER 6/2021

Magazines from passion

Also

ePaper!
available as
Picture: yeven_popov / [Link]

ORDER
NOW
9, 80
EURO
THE NEW ISSUE OF RC TURBINE
Top models: jets, helicopters, turbo-props | News & trends 2022 |
Overview turbine market
Order No. 10050-9

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Tel.: +49 (0) 7221/9521-0 | Fax: +49 (0) 7221/9521-45
E-Mail: info@[Link] [Link]
 JET SHOP
JP Information and novelties

Powerbox ATOM
Powerbox announces further details of the new 18-channel ATOM remote control system (1,590 euros), which
should be available in early 2022. These include an extremely interference-proof, truly redundant 2.4 GHz
transmission and transmission by means of 18 channels with 2,048 bit resolution at a data rate of 10 ms.
The ATOM Powerbox is also equipped with a redundant power supply based on LiIon batteries. The
powerful real-time telemetry allows up to 800 telemetry values per second with an open servo and te-
lemetry bus interface. Adjusting the sensors or receivers can be done conveniently from the transmit-
ter; it is also possible to bind two equal receivers. Telemetry and reception at all two receivers is do-
ne at the same speed. The two sticks, which are milled from the solid, have four ball bearings and
scan each control input with 12-bit (4,096 steps) resolution. After digital signal processing, a full
2,048 steps are available. Four additional linear encoders - two on the side and two on top - are al-
so equipped with Hall sensors and have double ball bearings, so that the remote control system
operates completely wear-free. The colour display with capacitive touch screen is particularly
high-contrast and easy to read even in sunlight. The intuitive menu navigation (with smart keys)
allows the simplest programming of even complex models. Speech output is provided by means
of a licensed Acapela text-to-speech module and generates audio files from text inputs. Eight
languages with many different voices are supported. The built-in Linux system is designed for any
imaginable expansion; a file manager is used to exchange data and back up the models. Maximum we-
aring comfort is guaranteed by the Alcantara hand rests and a perfectly balanced centre of gravity. The
ATOM transmitter is supplied fully equipped as a hand-held or console transmitter.
Further information: [Link]

News
SkyRC NC2200 from Höllein
Chager
for NiMH/Nicd
New in the assortment of the
heavenly Höllein is the KST X10

rechargeable batteries
MINI-Servo. This is the 5 mm
shorter version of the KST X10
and at 30 x 30 x 10 mm it has the
dimensions of the KST DS135 MG.
The NC2200 charger (68.90 euros) is a compact The X10 Mini is specially designed for hori-
charger for up to four rechargeable batteries of the type zontal mounting and has high voltage capability. It has a torque of 6.8
NiMH / NiCd in sizes AA or AAA. With four independent kg / cm at 7.4 volts and a positioning time of 0.12 sec / 60°. The servos of
slots, the batteries can be charged to different levels de- the V8 version are equipped with a soft start function. The 23 g light servo
pending on their capacity. To further increase conveni- is available for € 46.90.
ence, the VA display shows the most important data The Part Q C.G. is now
such as the charging current, the battery capacity as also available in an XXL
well as the internal resistance and voltage. The timer on version. The rocker of the
the display also makes it clear how long the charging C.G. scale has stops and
process will take. In addition, the SkyCharger smartpho- thus has a maximum de-
ne app and Bluetooth dongle can be used to call up a flection of 10° in both di-
charging graph and update the unit's firmware, in addi- rections. Thanks to the
tion to the information already mentioned. scale, the centre of
Further information: [Link] gravity can be set with
millimetre precision. The
CNC-milled birch wood
multiplex wooden parts
are simply plugged to-
gether and glued. Self-
adhesive rubber pads at
the points of contact with
the model prevent slip-
ping or pressure marks
on the aircraft. The ball-
bearing centre of gravity
scale is 600 mm high
and suitable for models with a maximum fuselage width of 490 mm and a
maximum weight of 25.1 kg, the price is 95,00Euro.
Further information: [Link]

60 JET POWER 6/2021

 Extra short
aluminium
two-flute
cutter
You can hear a high-quality sur-
face before you see it - at least
when milling. Because the prere-
quisite for high-quality surfaces
are tools that are as low in vibrati-

USB interface
on as possible (and therefore also quiet). The new aluminium two-flute cutters from Sorotec
are optimised for vibration resistance and are therefore extra short. They are available with

for PC:
and without relief grinding from 3 to 12 millimetres at prices from 10.10 to 46.20 euros. The

Futaba
cutters can be plunged in, so a visually sophisticated result is possible for many shapes wit-
hout changing tools

WSC-1
Further information: [Link]

News
from Pichler
The FUTABA WSC-1 is a USB in-
terface for PCs with Microsoft
Windows 10 or Windows 8.1 ope-
rating system for wireless control Pichler is expanding its range of car-
of RC simulators with 2.4 GHz FU- bon fibre products to include square tu-
TABA transmitters via the S-FHSS bes. The tubes are square inside and
transmission system. A 2.4 GHz S- out and are offered in sizes from 3 to 10
FHSS receiver with eight channels mm, the length is 1,000 mm each. Pri-
is integrated in the USB module. ces start at € 4.95.
The USB interface is installed via Pichler has two hopper tanks in its
plug-and-play. The WSC-1 can be range. These tanks are mainly used in
used to control the RC simulators connection with model turbines and are
Aerofly RC7 / RC8, RealFlight RF8 installed between the turbine and the actual
/ RF9, MPX MULTIflight and many tank. This ensures an absolutely reliable fuel sup-
others. Older RC simulators, for ply. The tanks are offered in sizes 125 and 250ml at a
which the respective price of € 45,- and 55,- respectively
supplied USB interface serves Further information: [Link]
as a dongle (licence key), cannot
be operated with the WSC-1.

[Link]
Further information:
[Link] Visit our

New
from Hepf
The Digital Microservo
Servo H82 is a powerful, ro-
bust 9 gram servo (€
34.90). Technical data: Co-
reless motor; two ball be-
arings; metal gears. Setting
time: 3.5V: 0.15sec/60°;
5.0V: 0.10sec/60°; 6.0V:
0.08sec/60°; 7.4V: 0.07sec/60°; 8.4V: 0.06sec/60°; holding force at 7.4 Volt: 4.9kg/cm; dimensions 23.5 x 8 x 20 mm.
The model holder (M and L version, from € 19,-) is indispensable for workshop and car. The universal fuselage holder can be automatically adjus-
ted to the fuselage without tools and fixes it securely. It can be secured in the car or trailer with the Velcro straps. Lateral position of the fuselage pos-
sible for assembly work. Supplied as a kit with self-adhesive foam tape for rockers.
Further information: [Link]

61
 Hotend-Upgrade-Kit
for CR-6 SE printer
The BROZZL All-Metal-Hotend (69,99 Euro) was specially developed for the
CR-6 SE from Creality. It can be used to print a wide variety of materials up to
300 °C without any problems. Thanks to the all-metal design, even abrasive ma-
terials can be printed effortlessly. There is no PTFE filament guide in the hot end
that could be damaged by overheating. The internal hole roughness (≤ Ra0.4)
and precise production tolerances also improve print quality and enable a safer
printing process. The heat break is made of a titanium alloy, which makes it mo-
re resistant to abrasive filaments and ensures excellent thermal insulation bet-
ween the heating element and the cooling block. No printer modifications are required to install the BROZZL Hotend Upgrade Kit.
Further information: [Link]

Spectrum receiver
AR10360T-
and AR10100T
by Horizon Hobby
The Spektrum AR10360T 10-channel AS3X/SAFE telemetry recei-
ver is a DSM2 and DSMX capable receiver with compact dimensions,.
The AR10360T is a 10-channel full-range receiver with built-in AS3X

AGF-RC-Servos
stabilisation that counteracts the effects of wind, turbulence and tor-
que with a 3-axis MEMS gyro and

distributed by rc-dome
flight controller software tuned by
experienced RC pilots. The
AR10360T features full-range te-
lemetry, an integrated barometer
to provide altitude and vario tele- Since 2009, AGF-RC from Huizhou in China has been manu-
metry data. The integrated XBUS, facturing electronic components such as controllers and servos for
RPM and temperature ports can RC model building in their own factory. The AGF-RC servos are cha-
be used to connect additional te- racterised by a very good price-performance ratio, as well as practi-
lemetry sensors. It also has addi- cal features such as programmability. Except for the B9DLM, these
tional SRXL2 ports for separately are exclusively HV servos, which means that the servo can be ope-
available SRXL2 satellite recei- rated directly with up to 8.4 V.
vers (SPM9747 or SPM4751T) to Further information: [Link],
add additional RF path redun- purchase: Specialist trade

New finishing cutters

dancy. An SRXL2/Bind servo slot
is available to connect smart de-
vices, bind with a conventional

at Sorotec
bind connector or connect a bat-
tery. The AR10360T also features
a bind button for easy binding wit-
hout a required connector, and of- The new aluminium-coated finishing cutters with
fers both SmartSafe technology up to six cutting edges with corner radius crea-
and Hold Last Command, as well te an almost perfectly smooth surface in
as preset failsafe types set by for- the final operation. Thanks to the
ward programming. relief-ground shank, this is al-
The Spektrum AR10100T 10- so achieved in depth.
channel telemetry receiver is a The rainbow-coloured
DSM2 and DSMX capable recei- DLC coating is not only
ver. It offers the same perfor- a feast for the eyes, but
mance spectrum as the also ensures significantly
AR10100T, but without AS3X/SAFE technology. It also comes with a increased wear resistance. The price ranges from 45.90 to 59.90
Smart ESC compatible gas port. euros per piece, depending on the diameter.
Further information: [Link] Further information: [Link]

62 JET POWER 6/2021

PowerBox Systems D-Power HVS-5350BB MG
Royal SR2 DIGITAL SERVO
The PowerBox Royal SR2 once again sets techni- The D-Power HVS-5350BB MG digital
cal standards, and impresses with features which servo is characterised by its high-quality,
until now have only been available in professional low-wear motor, high resolution and ro-
aviation. P² servo bus, 26 channels, 12-axis gyro, two bust metal gearbox. The HVS-5350BB
controller pairs and a colour display are just some of MG digital servo is equipped with an ex-
the technical refinements which await the ambitious tremely robust steel gearbox, the metal
pilot in the PowerBox Royal SR2. The PowerBox housing serves for heat dissipation and
Royal SR2 is built into an extremely compact and provides the necessary strength. The ser-
elegant case with an aluminium heat sink. The large vo is ideally suited for all RC applications
cooling surface dissipates the heat from the four where precision and power are required.
speed controllers, which provide the power for all 26 Technical data: steel gearbox; ball be-
servos in pairs. Both pairs of controllers can be set to arings; dust-proof plastic housing; splash-
four different voltages. This means that standard 6 V proof; JR connector system; price € 9.90.
servos can be combined with powerful HV servos wit- Servo is available from specialist dealers. Further information:
hout additional controller modules. For the first time, [Link]

Power battery
all the data for all the servos can be monitored in the
model, and their parameters can be set from the

for OMP M1
transmitter. The PowerBox Royal SR2 has four inde-
pendent P²-BUS interfaces, which can be set to two
different voltage levels. The colour display shows all
the receiver and power supply data, and all the set-
tings are made in the easy-to-understand, structured, A new power battery (9,90 Euro) for
bilingual menu. In conjunction with the optionally the OMP M1 with 350 mAh (2s version)
available iGyro SAT, the PowerBox Royal SR2 provi- and a continuous load of 50C (= 17,5 A)
des a 12-axis gyro system whose functionality is is now available at [Link]. The ot-
second to none. Of course, a GPS III sensor can also her data: Weight 21.5 g, dimensions 13
be connected to the PowerBox Royal SR2. All out- × 17 × 52 mm. The short-term load is
puts can be assigned with direct and gyro channels, 100C (35 A). Supplied with XT30 con-
or with a door sequencer function. The PowerBox nector for charging the battery and JST-
Royal SR2 has a newly developed automatic servo- XHR balancer connector for the main power connection on the M1.
matching function. This allows up to three servos to Further information: [Link]
be automatically matched to each other via five
points. For PowerBox and Jeti pilots the PowerBox

2-axis workbench vice

Royal SR2 can be operated and adjusted almost
completely² from the transmitter. Telemetry for batte-

with anvil
ry and receiver data is fully developed for all suppor-
ted systems. Technical data: Operating voltage
4.0 - 9.0 V; power supply 2s LiPo, 2s LiIon, 2s LiFePo,
5s NiCd/NiMH; current consumption in operation
300 mA (with TFT); current consumption standby 60 This very solidly ma-
µA; current carrying capacity peak 4 x 20 A; dropout nufactured workbench
voltage 0.3 V; output voltage 6.0, 7.4, 7.8 V, unregula- vice (115 Euros) made
ted; signal input serial. of cast steel is mounted
Further information: on a 360° rotatable ba-
[Link] se. The base has a ba-
sic dimension of 170 ×
170 mm. The vice can
be firmly screwed to
the workbench via four
mounting holes. The
360° swivelling head al-
lows workpieces to be
machined at any angle.
The vice can be fixed at
the set angle in both axes of rotation using tommy screws. The integrated pi-
pe jaws allow pipes or shafts to be securely clamped against twisting. Ad-
ditional flat prisms on the workbench vice allow round workpieces to be
clamped on edge. The anvil and the vice jaws are hardened.
Further information: [Link]

63
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64 JET POWER 4/2012

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ISSN 1610-014X
Publisher:
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76532 Baden-Baden, Schulstraße 12, Germany
tel. +49 72 21 95 21-0, Fax +49 72 21 95 21-45
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Next generation
Tornado II
ler, Hermann Wieking
Advertising:
Steffen Weyrauch, MSV Medien
Baden-Baden GmbH
tel. +49 7221 95 21-17
E-Mail: [Link]@[Link]
The end of the Tornado's service with the German Air Force is in sight, and the Distribution:
discussion about a successor has already begun. Gunar Leonhard took a look at Thomas Wäldele, tel. +49 7221 95 21-20
the performance catalogue of the Tornado successor and used it to develop and E-Mail: [Link]@[Link]
build his own Tornado II. We will present the Tornado II in the next JETPOWER. Publication: bi-monthly
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A special aviation museum

Planes of Fame
»Our planes fly« says the homepage of the aviation museum in Chino near Los MSV Medien Baden-Baden GmbH
Angeles. A promising motto. The aircraft enthusiast Ed Maloney was the founder of publishes also:
this museum; his goal was to preserve old and partly unique aircraft, JETPOWER was
on location.

The next issue will be published on 18th January 2022

Topics are subject to change,

66 JET POWER 6/2021 we ask for your understanding.