June 2007 59
BY MICHAEL RAMSEY
Plane Talk: League Models Extra 330 ARF
Airplane/engine combo
that,s a great sport-scale
gas-powered project
WHEN I FOUND the League Models Extra 330L, I was attracted to
the color scheme because it replicated the aircraft Hungarian worldclass
aerobatic pilot Péter Besenyei flew during the 19th FAI World
Grand Prix in November 2002. Péter shared the aircraft with Klaus
Schrodt, who won the competition that year.
In the air show videos I’ve seen, Péter appears to have a special
relationship with the aircraft; he instinctively understands the Extra
330L’s limits and how far he can push it. In return the audience
believes the aircraft might break at any moment because of the
outrageous gyrations Péter is able to perform. It would be great to
perform in a model air show like that.
Hooked on every aspect of the airplane, I researched the ARF
and learned about Western Hobbies of Phoenix, Arizona. I learned
that the company has been servicing and selling model-aircraft
engines for decades and had just begun to import the CRRCproUSA
GF45i gas engine and the League Extra.
This model’s size makes it slightly larger than quarter scale, but
it’s on the small side for a practical high-performance, gas-enginepowered
installation. Something that makes the GF45i engine
attractive for this model is that its weight, including the Pitts muffler
and electronic ignition (without battery), is just 3.6 pounds. That is
roughly a pound lighter than many popular gas engines with the
same displacement.
League Models tested the Extra at the factory with the GF45i
engine and even predrilled the firewall to make that engine-mounting
installation and model setup much easier. When I learned the price
of the package deal for the model and engine, it was too good to
pass up.
The Extra’s airframe is constructed from all wood components
that are laser cut and fixture assembled. The light-plywood
fuselage frame ties all the stress areas, such as the engine mount,
landing gear, and wing, into an integral structure that absorbs
flight loads and dampens vibration. Its large balsa top hatch
allows for access to the internal components located between the
cowl ring and the wing TE.
The fuselage turtledeck is all balsa with stringer-supported
sheeting that maintains the smooth outlines for which the fullscale
aircraft is known. The fillet between the vertical fin and
stabilizer is carved balsa for extra support around the vertical fin.
Where the two-piece stabilizer sockets pass through, there is a
thick lamination of light plywood that will keep the framework
from getting wobbly over time.
The tail surfaces are built up mostly from balsa and sheeted to
maintain their shape and resist twisting. Their airfoil shape adds
to the model’s smooth aerobatics potential and makes them even
stronger.
The airfoil on the wings is rather thick, with a somewhat blunt LE
entry at the root. The expectation of this design aspect is that flight
performance at slow speed will be enhanced, but snaps and spins
might have less of a noticeable “break” entry. Constructionwise the
wing is mostly balsa with appropriate plywood reinforcements
around the root and tube-socket areas.
The builder has the option of controlling each aileron with one or
two servos. The aileron itself is stiff and should resist flutter under
normal flight conditions when supported by just one heavy-duty
metal geared servo. Pilots who plan on performing intense 3-D
should install the second aileron servo.
Knife-edge passes require small amounts of crosscontrolling
with elevator and rudder. Support the lightweight clear
canopy with at least six mounting screws. On 3-D rates the
Extra will Waterfall and Harrier with minimal wing wagging.
06sig2.QXD 4/23/07 1:15 PM Page 59
Photos by the author and Mark Lanterman
Four wing nuts capture the front and rear
antirotation pins on the wings. A GEM 2000
battery monitor alerts to the electricalsystem
condition.
Velcro straps on the tank hold receiver battery in the forward Aerobatics position.
Foam padding on the hatch keeps the battery from shifting.
Included control linkage is ball-bearing supported at the pivot point.
Du-Bro hardware was substituted on the rudder and servo linkage.
The single-servo rudder-tray option is installed with 10mm
hardwood railing for support. The included steel pull-pull cable is
nylon coated.
Covering wrinkles were easily smoothed out; avoid getting the heat gun too close to
the seams and cockpit’s foam floor. Everything in the package is shown.
The GF45i V3 engine is easy to install on the
predrilled firewall. The 6-volt ignition hides
inside the engine box. A Dave Brown
Products 3-inch spinner is used.
60 MODEL AVIATION
06sig2.QXD 4/23/07 12:52 PM Page 60
Displacement: 45cc
Bore x stroke: 43mm x 31mm
RTR weight without ignition battery:
3.6 pounds
Carburetor: Walbro type
Max output: 4.5 horsepower at 7,500
rpm
Propeller: 20 x 8-21 x 8
Ignition: 6.0-volt electronic
Fuel: 93 octane mixed 50:1
Output shaft: 10 x 40 x 1.5 (Tru-Turn
TT-0115A adapter recommended)
Price: $299-$445
Specifications
Each engine comes with a 6-volt ignition
module, Allen key wrench, and spark-plug
wrench.
The CRRCpro GF45i engine is sold with
either a side-mounted (standard) or Pittsstyle
muffler (on the SuperSport versions).
The CRRCproUSA GF45i is unique;
it’s a powerful, purpose-built,
lightweight, all-in-one package that
costs roughly $100 less than comparable
engines. My test sample was one of the
first engines that Western Hobbies
officially brought into the US. Because
the company communicated almost daily
with the Asian manufacturer, I was
confident that any issues that came up
would be taken care of swiftly.
Out of the box the engine showed
real promise, turning the recommended
APC 20 x 8 propeller at 7,200 rpm,
running rich and with extra oil mixed
with the fuel. My engine did develop
some problems, but not with the GF45i
itself; the aluminum muffler failed. A
quick call to Western Hobbies had a new
muffler on the way that included
obvious improvements over the old one.
The break-in process was completed
quickly while flying the League Models
Extra. As the engine began to “wake
up,” I changed the propeller to a 20 x
8W APC and turned that at 7,400 rpm.
Shortly thereafter, the GF45i began
to run unpredictably and was hard to
start. I sent the whole engine back for an
inspection, and the ignition system was
at fault. By that point Western Hobbies
was on the third generation of the engine
and offered to upgrade to the latest
specifications. How’s that for service?
Western Hobbies’ dedication is
responsible for making the
CRRCproUSA 45cc the high-quality,
high-performance product that is
currently offered. Mine is easy to start
and turns the 20 x 8W propeller at 7,600
rpm. The throttle response is quick,
making the engine ideal for flying 3-D
aerobatics, in which high performance is
a must.
The GF45i engine is offered in two
versions. The original I started with is
listed as the V3 model and is currently
available at a remarkable price.
The V3 SuperSport is an absolute
stump puller and is the version I’m
currently running. It now includes an
auto-advance ignition, CNC (rotatable)
velocity stack, Tru-Turn spinner adapter,
and purpose-built Pitts-style muffler
designed by Slimline Products. MA
—Michael Ramsey
Western Hobbies Engine
Is a Success!
Engine used: CRRCpro GF45i V3
SuperSport
Propeller: APC 20 x 8W
Fuel: Premium gasoline with 50:1 fuel/oil
ratio
Radio system: Futaba 9WCII
transmitter, Futaba 129DP receiver, four
JRSport ST125MG servos, one JRSport
ST47 servo, one JR 615 FET Monster
servo, 2700 mAh NiMH receiver battery,
1250 mAh NiMH ignition battery, four 6-
inch extensions, two 24-inch extentions,
two power switches
Ready-to-fly weight: 15.75 pounds
Flight duration: 15 minutes
Test-Model Details
+•
Excellent airplane/engine combopackage
value.
• Convenient two-piece wing and
stabilizer.
• Easy to assemble, inexpensive to equip.
• Outstanding flying qualities with
gentle stall tendencies.
• Predictable, well-mannered 3-D
capabilities. -•
Minimal instructions with poor
language.
• Required fabrication and glue-joint
attention.
• Misaligned stabilizer sockets.
Pluses and Minuses
Model Type: Scale aerobatic ARF
Pilot skill level: Intermediate
Wingspan: 78 inches
Wing area: 1,210 square inches
Length: 70 inches
Weight: 15 pounds
Wing loading: 30 ounces per square foot
Engine: 1.80-2.10 (two-stroke), 1.80-
2.20 (four-stroke), or 40-50cc (gas)
Radio: Four channels (minimum), six to
nine servos
Construction: Balsa, light plywood
Covering/finish: Three-color heat-shrink
film
Price: $329
Specifications
June 2007 61
06sig2.QXD 4/23/07 12:56 PM Page 61
My approach to this project was the
“KISS” principal: Keep It Simple, Silly. The
servos I chose are from JR’s new Sport line
of radio equipment. Starting with the 120-
Airpack, and employing one servo per
aileron, all I needed to buy was the control
for the rudder, which is one of the areas
where League Models gives the builder
options.
At least 180 inch-ounce of torque is
required to control the rudder well. This
output can be achieved with one quarterscale
or two standard-size servos; mounting
trays are supplied for either option.
Thinking simple, I chose a single JR 615
FET Monster servo. Its speed and output fit
the bill, plus I liked what its robust gear train
would offer in durability.
A complement of hardware is supplied to
make the model flight ready. It includes
almost everything except the accessories
needed to set up the optional dual servos on
the wings and rudder.
The linkages are a combination of
aluminum and composite with ball-bearing
support for smooth operation. The simple and
cost-effective Bakelite servo arms are ideal
for setting up the model for 3-D, and they
simply screw onto the stock servo wheel. For
maximum control I exchanged the clevis
linkages for 2-56 thread Du-Bro ball
linkages.
After reviewing the kit contents and
finding them to be of excellent quality, the
assembly manual is a real disappointment.
Therefore, I can’t recommend this model to
the first-time Giant Scale modeler. There
aren’t enough discrepancies to interrupt the
intermediate builder, but a few installation
points might stump someone who has put
together only a sport model or two.
I won’t repeat the construction process
here, but go through the model point by point
for the following things I did to make it more
maintenance free and operate smoothly.
The hinges supplied are the pinpoint
style, similar to those available from Robart
Manufacturing. The hinge locations are
predrilled, and the number of hinge points
included is the minimum required for a
model this size.
3-D pilots should add a few more hinge
points per control surface to provide
additional support. The elevator hinge closest
to the stabilizer tube socket needs to be
shortened to prevent interference.
Mounting the fiberglass landing gear
takes patience because the blind nuts fit in
the small space between the fuel-tank floor
and the gear plate. When I drilled the three
holes in the plate, two of them came through
a portion of the hardwood triangle stock that
supported either side of the plate. A Dremel
motor tool helped make room for the blind
nuts, but the fuel-tank floor had to be
removed to do it.
Lucky for me the fuel-tank floor popped
out easily, and I made sure to glue it back in
place with plenty of epoxy. While I was at it
I reinforced all the glue joints I could see in
the fuselage with a narrow fillet of epoxy
mixed with microballoons. This added little
weight and can be done neatly with a glue
syringe followed by a Q-tip to smooth it out.
I was disappointed after installing my
stabilizer halves to find that they were
noticeably out of alignment when I sighted
down the fuselage from nose to tail. The
model would have flown this way, but to be
happy with the model I fixed the problem.
Using a brass tube sharpened at the end
that was slightly larger than the tube socket, I
drilled out the low side of the fiberglass
socket in the fuselage. The idea was to loosen
that side of the tube, open the mounting area
enough to adjust the location, and then
backfill with hardwood and epoxy the small
voids that were made. Instead both tubes
were pushed out and damaged the doublers
inside the tail in the process.
I could have carefully cut away the
covering from one lightening hole in that
area and had plenty of room to work, but
instead I did both sides to add scale detail
later. After adjusting the tube locations and
aligning everything perfectly, the sockets
were locked in place from the inside with
epoxy.
Some full-scale Extras have inspection
windows in the tail. To simulate those I
covered the openings in the tail with clear
UltraCote. Then I trimmed the original
covering with triangle-shaped cutouts and
reapplied it with MonoKote Trim Solvent.
The result was a perfectly aligned model with
a realistic bonus.
Save the rudder installation for last so it
will be easy to align the elevator halves. With
62 MODEL AVIATION
06sig2.QXD 4/23/07 12:57 PM Page 62
64 MODEL AVIATION
the rudder out of the way it’s easy to sight
across them to check for variation.
Connecting the elevator servos to separate
channels via program mixing is the best way
to trim each elevator for center and equal
travel movement.
To avoid differential cable tension of the
rudder I installed a Heavy Duty Control
Horn System from Du-Bro. The included
control-surface hardware is not offset
enough to locate the linkage pivot point on
the hinge line as necessary.
That creates a small amount of differential
on the elevators because there is more down
than up deflection. This condition is the same
on the ailerons and should be corrected using
the differential mixing feature found in most
computer radios.
The supplied tank holds approximately 17
ounces of fuel and includes silicone (glowfuel
safe) parts. The tank design is smart
because it includes recesses for hold-down
straps, which will help keep the tank from
moving. I used a Du-Bro conversion kit to
modify the tank for use with gas fuel.
After the engine was installed, the correct
location for the throttle pushrod could be
found. For a straight shot I moved the throttle
servo higher and farther forward than the
factory-recommended position. This
modification also provided more working
room around the forward wing-mounting
studs.
The cowl’s position was adjusted by
trimming its TE to fit around the plywood
cowl ring. The finished product created a
nice, flush look. I added a mounting hard
point to the top of the cowl and secured the
whole cowl with five 6-32 nylon screws held
in place with a dab of silicone to keep them
from vibrating loose.
The included graphics closely matched the
Grand Prix Extra I mentioned earlier. When I
applied them using the wet method, it was
easy to produce a bubble-free application.
The covering itself seemed to have good
adhesion and was opaque. It was easy to
touch up any wrinkles with a sealing iron.
Final inspection of the airframe included
an alignment check; the incidences measured
plus or minus 0.5° from zero at the hatch
baseline. The engine offset was
approximately 3° to the right with no
downthrust.
Since no control-throw measurements
were given but the Extra was highly
recommended as a 3-D-capable model, all
control-surface movements were set to
maximum travel. The double-beveled hinge
lines permitted roughly 40° of movement for
the elevator and ailerons, and the rudder
easily met the stops on the elevator TEs.
To start out, high rates were programmed
to have 50% exponential (expo) in both
directions. Low rates were reduced to 30% of
maximum and no expo to start.
The CG was located near the center of the
wing tube. To attain that point, I mounted the
6.0-volt receiver battery on top of the fuel
tank and the 1250 mAh, 6.0-volt ignition
battery on the side of the engine box inside
the cowl. No other ballast was necessary.
Flying: The Extra was quick to make ready at
the field. The wings attached against the
fuselage with two 1/4-20 thread nylon
antirotation pins on each panel that were
locked in place with wing nuts. I attached the
stabilizer by tightening one of the two 2.5mm
tube-retention screws and snapping on the
ball links to the elevator servos.
The CRRCpro GF45i engine can be
started by hand. It will idle reliably down to
1,000 rpm once it’s broken in, which is the
lowest idle needed to keep from rolling on
pavement. If flying from grass, the idle can be
set at 1,800. That is also the idle preferred
while flying to prevent a flameout.
Initial flight testing was done with the
transmitter switches in the low-rate position.
Takeoff was easy and smooth with the power
added slowly and the right amount of rudder
correction.
The GF45i engine really cranked and
could bring the tail up quickly if desired,
lifting the wheels off the runway between 50
and 100 feet, depending on how scalelike the
pilot wanted to make it look. This engine
produced enough power to pull the model
straight up into a vertical climb that didn’t
want to end.
After quickly establishing that the model
had enough muscle to pull it out of trouble, I
initiated the trim flight with a few trim-lever
adjustments—hardly any, really. With the
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06sig2.QXD 4/23/07 12:58 PM Page 64
66 MODEL AVIATION
airplane at a safe altitude, stall testing proved
that full low-rate control input would easily
pronounce a clean stall.
Predictably, the Extra would break to the
left with positive (up-elevator) input and to
the right with negative (down-elevator) input.
Each stall appeared to happen when all
airspeed had been expelled, hinting that
landings were going to be slow and easy.
The engine was basically run in while
flying, and each flight seemed to be stronger
than the last. To play it safe I decided to test 3-
D aerobatics when the engine had at least an
hour of flight time. I spent that hour tweaking
the model.
The Extra did like the differential in the
ailerons; having too much down throw in that
control makes the Rolls bobble. All the
controls proved to be crisp and effective at all
speeds. The low-rate controls needed to be
softened further with 30% expo to keep from
overcorrecting in Slow Rolls and Point Rolls.
Stall testing proved that the CG was at a
good point for comfortable handling. That
leads me to believe that the model could be
comfortable in an intermediate pilot’s hands.
When the Extra was rolled to inverted,
little down-elevator pressure was needed to
maintain heading. I noted this on 45° lines as
well. In knife edge there was little adverse roll
coupling when rudder was applied. That
balance point was spot-on even for precision
flying.
Hands-off vertical lines, up or down,
required down-elevator pressure. This could
have been mixed in for the down-lines by
coupling a small amount of down-elevator
with the low throttle position. On the up-lines,
though, the down-elevator trim needed to be
held in or perhaps the CG should have been
re-examined and placed a bit farther forward.
Slow Rolls and Point Rolls needed little
heading correction from the rudder or
elevator. Rolling Circles and Rolling Loops to
the inside or outside were simple to perform.
Corners on square maneuvers had a crisp look
and showed little heading loss; that GF45i will
make the maneuvers as large as desired.
(Grinning is an acceptable side effect of great
engine performance.)
The engine was run in, was showing no
bad habits whatsoever, and gave me the
confidence to bring the aerobatics lower and
experiment with its 3-D potential.
High-rate control settings were extreme
compared to the low rate I had become
accustomed to flying with, and I found that
50% expo wasn’t enough for my taste in 3-D
control; I’m up to 65%. Still, the blinding roll
rate was fun to play with as I tried to replicate
some of the Péter Besenyei aerobatics that had
been burned into my memory.
The rudder authority at high rate was
phenomenal; the Monster servo was the right
choice for me. Flat turns like those I had seen
performed weren’t just tight; if I wanted to
braid my smoke trail down the runway, all I
would need is a light smoke system.
The Extra wanted to snap between 15° and
25° of elevator travel. Flying through that
range of movement required the right amount
of rudder and aileron correction to stay on
heading. Working the power on and off kept
the controls effective, and that engine has me
confident that I can get the model out of any
awkward position.
The full input of high-rate elevator, from
inverted or upright, and a low power setting
initiated the Elevator maneuver where the
Extra easily maintained a nose-high attitude
and could be guided down with rudder into
position for a Harrier or Hover maneuver.
Adding a touch of power allowed the nose to
rise, slowing the airspeed further, and arrested
the decent.
The other fun thing to do at altitude while
in the Elevator or Harrier position was to add
power and get the Extra to flip end over end to
perform the Waterfall. This maneuver can be
performed from upright or inverted positions,
but it’s most dramatic from inverted. Only a
small amount of aileron correction was
needed to keep it straight.
Then I tested the Hover and Torque Roll
maneuvers. I was amazed by how natural this
Extra felt in those conditions. (Maybe it’s all
that foamie flying practice.)
Burping the power kept the Extra rotating,
and, as do most well-designed 3-D models
I’ve flown, it had a natural tendency to fall
toward the landing gear. That meant my
practice of holding up-elevator didn’t have to
be unlearned.
The GF45i engine held the 15.75-pound
Extra in a hover at just a click or two above
half throttle. Because of the throttle curve I
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06sig3.QXD 4/23/07 10:57 AM Page 66
programmed it’s likely that the carburetor
butterfly was open less than that, which
meant its power-to-weight ratio was 1:1 at
less than half power. Wow!
All this about how well the League
Models Extra performed aerobatics
naturally leads to how well-mannered it was
on landing. The clean lines and low-drag
design called for an approach that had the
model flying at a high angle of attack. This
made three-point landings that were almost
natural and made me look great.
For short-field landings this is a good
model with which to practice slips, again
because the strong control authority and
lack of control coupling allow the pilot to
make adjustments without having to fight
bad flying habits.
Packing It In: During the several months I
have been testing the League Models Extra
330L it has gone through some revisions,
thanks to input from Western Hobbies.
Quality control has been stepped up, and I
have been told that some complaints I have
had have been resolved.
I like a company that is always willing
to look back and improve. It speaks
volumes about the level of service that can
be expected no matter what purchase is
made.
As of this writing I have logged more
than 50 flights on the Extra. Because the
gas engine runs so clean, I have to force
myself to maintain the model regularly.
At roughly the 25th hour I noticed that
the stabilizer tube sockets were loose,
especially at the front where the load taken
by the restraining harness was mostly
absorbed. The sockets were easy to
reinforce with epoxy through the lightening
holes in the stabilizer root.
I’ve almost worn out the wheel-pant
cuffs. They are made from PVC and are
purely cosmetic, but the scale touch would
be a shame to lose. (I’ll order some new
ones.) As for the fiberglass landing gear,
it’s holding up great with no sign of stress
at all.
While keeping the engine mounting
screws tight I noticed the clearance between
the spinner and cowl close. That meant the
firewall wood was being compressed.
Adding a couple washers behind the four
mounting points brought the engine forward
to the correct position.
The other thing I added later was a cover
for the opening between the firewall and #1
fuselage former to keep the exhaust and dirt
out of the aircraft while holding back airflow
from forcing the covering off the airframe.
I’m fairly happy with the way the JR
Sport servos are performing. If I upgraded
to digital servos it would be worth it just to
improve snapping maneuvers where I need
the model to gyrate quickly, but also to stop
on a dime.
If you crave a fun gas-powered model
for sport or any kind of aerobatics, take a
look at this Extra the next time you’re
shopping. It’s a “big” airplane you’ll want
to take to the field every weekend. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
League Models/Western Hobbies
12105 S. 43rd Ave.
Laveen AZ 85339
(602) 647-0165
www.westernhobbies.com
Products Used in Review:
Futaba transmitter/receiver:
Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com/
Servos/pilot:
JR/Hangar 9
Horizon Hobby, Inc.
4105 Fieldstone Rd.
Champaign IL 61822
(800) 338-4639
www.horizonhobby.com
Spinner:
Dave Brown Products
4560 Layhigh Rd.
Hamilton OH 45013
(513) 738-1576
www.dbproducts.com
GEM 2000 battery monitor:
Electrotek R/C
14667 Lafayette Cir.
Magalia CA 95954
(888) 567-2862
www.electrotekrc.net
Power system:
Batteries America
8845 S. Greenview Dr. Suite 2
Middleton WI 53562
(800) 308-4805
www.batteriesamerica.com
Hardware/linkages:
Du-Bro Products, Inc.
Box 815
Wauconda IL 60084
www.dubro.com
70 MODEL AVIATION
Airborne Video Systems
(800)790-8451
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