110 MODEL AVIATION
Mike Hurley, 11542 Decatur Ct., Westminster CO 80234; E-mail: [email protected]
RADIO CONTROL SCALE AEROBATICS
The Vision 3D—a monowing evolution of Chip Hyde’s successful
Double Vision biplane—has qualities of SA and Pattern designs.
Despite the Vision’s small size, it is a capable 3-D flier. It takes
awhile to get used to its hovering characteristics.
IN MODEL AVIATION terms, 3-D as a segment of the hobby has
only recently been toweled off and spanked on the bottom. Since 3-D
is not represented in this magazine as its own entity by way of a
column and since it was originally, and still is, most often associated
with Scale Aerobatics (SA), I consider it part of SA.
Today there are many 3-D models available that are not scale,
and I’ll write about some of them from time to time. Flat-winged
foamie 3-D electrics are most often represented as SA airplanes and
have proven to be exceptional 3-D performers. I’m a big fan of the
flat-airfoil aircraft; they are revolutionizing 3-D and the ability to
perform 3-D with a low cost and capable platform.
I probably won’t write about any of the fun-fly-type models with
real fat airfoils and either profile or built-up fuselages that are
labeled as 3-D-specific designs. Although they fly well for fun-flytype
maneuvers, I’ve not yet found one that will fly well in 3-D.
Their fat, forward high-point wings are designed to resist stall and
are poor performers once into a stall. Generally speaking, 3-D is a
stalled condition. Yeah, I know they can hover, but there’s more to
3-D than hovering and torque-rolling.
It isn’t going to do any good to write to me telling about how
great your latest ProBro 3-D “whatsit” performs! I’ve flown many of
’em, and they’re just not stable in a high-alpha or stalled condition.
I do have one caveat. Here in Denver I fly at an altitude of 5,500-
6,500 feet, so an airplane that is adequately stable at sea level may
not do well at this altitude. That fact may have skewed my
perception, but more likely it exaggerates an airplane’s true qualities.
Chip Hyde Products (CHP) is a relative newcomer to the 3-D and
SA market. Two nonscale airplanes designed for 3-D and capable of
impressive precision are the Vision 3D and Double Vision biplane.
I was lucky enough to get a chance to fully test the Vision 3D and
bring you a report. I’m not going to dive too deeply into kit features
or build nuances. It’s more of an overview of the model and a more
comprehensive flight report.
The Vision 3D is neither International Miniature Aerobatic Club
(IMAC) nor Pattern legal, but it was designed for those like us:
competition-minded pilots, but with the desire for a bang-around,
fun-to-fly performance airplane. It can be used for precision practice
or for 3-D antics without the stress or wear on our contest airframes.
The Vision is perfect for designing and perfecting a Freestyle
routine. It’s not cheap to build but is a bargain relative to today’s
IMAC models, so it does relieve some of that stress on the wallet.
The Vision 3D looks a bit like a hybrid of a Pattern airplane and
an SA airplane. It has a Patternesque fuselage with wings and
empennage that are more reminiscent of an Extra or a CAP. The
wings are extremely tapered with a fairly thick airfoil. The high point
is at 20%-25% aft, and the LE is somewhat round. It’s not exactly a
fun-fly wing, but it will resist a stall.
If the high point were any farther forward, I would have written
this model off. But the LE does taper, becoming slightly sharper
toward the tip as on a standard SA aircraft, giving me hope for its
ability to stabilize while stalled.
The Vision spans 85 inches with 1,420 square inches of wing
area. The length is 82 inches, and the advertised weight is topped out
at 16 pounds. My model weighed 16 pounds, 6 ounces with the
canister muffler.
Airplanes in this size category generally don’t make the best 3-D
platforms, but I’m hoping that this one will change that experience.
Control surfaces look to be just adequate for serious 3-D. There’s
plenty of rudder area, but the elevators are surprisingly small with
more than 50% of the total horizontal stabilizer area being stationary.
The ailerons are tapered and come to within 5 inches of the root with
a fairly large chord on the inboard side.
The Vision 3D has a couple of unique features. The wings are
fastened on with aluminum dowels positioned in them and a
receptacle with a large aluminum setscrew glued into blocks inside
the fuselage. The idea is similar to a giant wheel collar. CHP
supplies its high-quality, ball-bearing-equipped aluminum control
horns, and the airplane has mounting blocks built in specifically to fit
these horns.
This aircraft was designed from the beginning to use one of the
modern 50cc single-cylinder gasoline engines, and it allows the use
of a tuned pipe or canister with a built-in pipe tunnel and fiberglass
undertray.
June 2005 111
st.net
One disappointment is the extensive use of wood screws
throughout the model. For some builders wood screws are not a big
deal. It’s more of a personal preference, but I’d prefer to see more
blind nuts or threaded inserts for added reliability and ease of
maintenance. In all, the design is state of the art and lacks nothing
for the modeler who stays on the cutting edge of the latest techniques
and equipment.
The kit didn’t come with instructions, so I logged on to the CHP
Web site (www.chiphyde.com) and printed them off of there. The
nice thing about having Web-based instructions is the company’s
ability to make changes and updates as they arise. Chip has made a
few updates since the Vision’s introduction based on customer
feedback. This is a progressive way of doing business.
CHP recommends a Desert Aircraft (DA) 50cc gas engine, and
that’s what I used. DA also supplied the header and hardware for
CHP’s quiet canister and a stunning Mejzlik carbon-fiber spinner.
When you order a new engine, make sure you tell the DA staff what
model you’re working on so they can get you the correct header and
the proper-length engine mounts. In addition to the quiet pipe, I used
a new CHP 22 x 8 wood propeller.
For control I used JR DS8611 digital servos on all of the control
surfaces, a DS811 servo for the throttle, and an NEH531 standard
servo for the choke. A new JR XP9303 transmitter mixes it all
together and sends out the signals to the airplane. The setup includes
only one receiver, one 2700 mAh NiMH battery pack for the radio,
and one 2100 for the ignition.
The Vision 3D’s assembly is straightforward for someone with
previous modeling experience. But if you’re used to the wide-open
spaces of a 40% Giant Scale, this thing is like building a ship in a
bottle!
More than a few times I thought about cutting the forward hatch
portion off the fuselage to gain access to the position of much of the
gear. It would have been a more convenient design if the hatch/
canopy were built from the firewall aft. As it was, I doubt if I could
have managed without help from my wife Candie, with her small
hands and amazing patience.
While I’m helping with design ideas, a preinstalled servo-wire
tube in the rear section would make a good addition. Getting back
there to anchor the servo wires is next to impossible.
General quality of the construction—parts fit, covering, and
paint—is excellent. The wing tubes are snug but not too tight. The
wings, stabilizers, and hatch mate perfectly to the fuselage, and the
fiberglass parts and landing gear go together without a hitch.
I built the Vision in accordance with the instructions for the most
part, and the balance is exactly where it should be for me:
approximately 1/4 inch behind the recommended center. I’m fairly
slow and methodical, but I’d guess that I have less than 30 hours
build time invested.
I headed out to the field for the first flight. My new DA-50 engine
had not been tested, tuned, or “broken in.” Unlike a glow engine,
there’s no need to run a gas engine rich during break-in, and there’s
no reason to run it on the bench before it’s flown.
The engine fired easily but was a tad rich from the start. After I
got it leaned out, taking away any indication of rich running, it came
alive with instant throttle response and a perfect idle. The DA-50
was smooth, reliable, and powerful from the start. The CHP quiet
pipe was nice on the ears, and the CHP propeller pulled hard. Even
at our altitude this is an unlimited combination.
I soon learned that the spring wire for the tail wheel was a bit on
the soft side. I had to bend it back into shape after every landing.
Also, the tail gear was a bit short for this model. With 50° of elevator
throw, the stabilizer counterbalances are close to the ground while
taxiing at full deflection. I’ll replace the wire with some piano wire
later.
Chip told me he didn’t want his customers to have to worry about
details such as incidence, so I didn’t check the incidences on this
airplane before the test flight. If the incidences are off, it is very
little. It did require some trim on the first flight, but I haven’t given it
a second thought since then.
By now the Vision 3D has an Internet reputation as a great
airplane, and I concur. Although it flies much like other IMAC-style
CHP ARF kit has nice aluminum control horns designed with
built-in ball bearing and includes fiberglass-filled clevis.
The Vision was designed for a DA 50cc. Mike used shorter
engine standoffs, putting the carburetor inside the fuselage.
High-alpha maneuvers are usually more difficult with models this
size, but the Vision performs well in a stalled attitude.
models that are close to its size, it also has
some big-airplane qualities.
The first thing I noticed was the solid
tracking and the ability to pull a hard corner
without dropping a wing. It did fall off
slightly in a turn, which I had never
experienced. I did not put right thrust into
the engine, but the cowl was clearly
designed for it.
As it was, rudder input on the up-lines
was minimal. There was little roll coupled
to the rudder and roughly the same amount
of pitch. With no mix at all, it was roughly
the same as many of my airplanes when
they are fully adjusted. But if you want to
mix it out, approximately a 4% linear mix is
a good starting point. Down-lines had only
a slight pull, and I didn’t notice any yaw in
the rolls.
Because the Vision had so little coupling
and such an axial roll, it was confidenceinspiring
to execute horizon-to-horizon
slow rolls or point rolls on a perfect line.
The airplane makes you look like a better
flier from the start! Ailerons and rudder had
good authority, but the elevators could have
used a little more oomph. (Of course, I
always think the elevators could use more
oomph!)
I ran through the 2005 Unlimited IMAC
sequence, and the Vision works as well as
many much larger airplanes and better than
some. It is legal for the IMAC Basic class,
but don’t bring one of these to fly in Basic;
that would be just like cheating!
I’ve struggled with how to explain the
Vision’s performance in 3-D. There are two
perspectives to consider. It will give a
different impression to pilots who have 35%
or 40% experience than to those who are
just stepping into this size range from the
glow airplanes.
If you already fly the big models, the
Vision 3D has some typical small-airplane
tendencies. It can be a bit twitchy. Inverted
and upright Harriers require quick reflexes
but are controllable, and with a small
amount of experience you can make the
model fall into a groove, becoming rock
solid. This is especially true inverted. The
Vision is exceptionally stable and
maneuverable while in an inverted stall.
But it will snap completely out of the
Harrier if you’re not on the ball.
If you’re just moving up to this category,
the Vision will be 3-D nirvana to you! I’ve
never flown anything in this size class that can
execute 3-D as well.
Since the elevators are on the small side,
the model needed a bit more power than I’m
used to in order to fall into a groove while
stalled. Rolling Harriers can be controlled
fairly easily, but, again, the power setting was
throwing me off and the roll rate was a bit
faster than I expected. But other than a little
more pucker, you couldn’t tell anything was
amiss. It’s gonna take a bit more weight in the
rear to get Walls and Parachutes to pull past
45° with power off, but with a lot of power
(like full power) the Vision can do Waterfalls
in its own length.
One of the best points about buying and
building a Vision 3-D, or any CHP item, is the
man behind the company. During my build I
spoke with Chip directly, as I know many of
his customers do. His knowledge, experience,
and understanding of what pilots of all levels
need in an aircraft of this type are unique in
the industry. His personal involvement brings
a value you can’t find anywhere else.
Through several conversations with Chip I
learned that he’s passionate about bringing the
best-quality, best-flying products to the
market and is open to feedback, meaning he’s
serious about evolving and improving his
products.
At several events I’ve watched him stop
and take time to talk with fans and customers
during practice and competitions when he
could have easily been preoccupied with the
event. Because of Chip, I wouldn’t hesitate to
buy any of his aircraft or products.
Aside from Chip personally, the Vision 3D
stands on its own merits. It’s a little too good
for competition in the Basic IMAC class, but
it makes a perfect practice model when you
want to hone those Rolling Circles or practice
double snaps on a 45° down-line.
For 3-D it will test your skill and, if you’re
up to the challenge, will make you one
heck of a 3-D master. It makes a perfect 3-
D practice airplane and Freestyle-sequence
design tool. The Vision 3D went together
quick and straight, the quality is firstclass,
and if you’re in the market for a
model in the 50cc class, you can’t go
wrong with this one. MA
Edition: Model Aviation - 2005/06
Page Numbers: 110,111,112,113
Edition: Model Aviation - 2005/06
Page Numbers: 110,111,112,113
110 MODEL AVIATION
Mike Hurley, 11542 Decatur Ct., Westminster CO 80234; E-mail: [email protected]
RADIO CONTROL SCALE AEROBATICS
The Vision 3D—a monowing evolution of Chip Hyde’s successful
Double Vision biplane—has qualities of SA and Pattern designs.
Despite the Vision’s small size, it is a capable 3-D flier. It takes
awhile to get used to its hovering characteristics.
IN MODEL AVIATION terms, 3-D as a segment of the hobby has
only recently been toweled off and spanked on the bottom. Since 3-D
is not represented in this magazine as its own entity by way of a
column and since it was originally, and still is, most often associated
with Scale Aerobatics (SA), I consider it part of SA.
Today there are many 3-D models available that are not scale,
and I’ll write about some of them from time to time. Flat-winged
foamie 3-D electrics are most often represented as SA airplanes and
have proven to be exceptional 3-D performers. I’m a big fan of the
flat-airfoil aircraft; they are revolutionizing 3-D and the ability to
perform 3-D with a low cost and capable platform.
I probably won’t write about any of the fun-fly-type models with
real fat airfoils and either profile or built-up fuselages that are
labeled as 3-D-specific designs. Although they fly well for fun-flytype
maneuvers, I’ve not yet found one that will fly well in 3-D.
Their fat, forward high-point wings are designed to resist stall and
are poor performers once into a stall. Generally speaking, 3-D is a
stalled condition. Yeah, I know they can hover, but there’s more to
3-D than hovering and torque-rolling.
It isn’t going to do any good to write to me telling about how
great your latest ProBro 3-D “whatsit” performs! I’ve flown many of
’em, and they’re just not stable in a high-alpha or stalled condition.
I do have one caveat. Here in Denver I fly at an altitude of 5,500-
6,500 feet, so an airplane that is adequately stable at sea level may
not do well at this altitude. That fact may have skewed my
perception, but more likely it exaggerates an airplane’s true qualities.
Chip Hyde Products (CHP) is a relative newcomer to the 3-D and
SA market. Two nonscale airplanes designed for 3-D and capable of
impressive precision are the Vision 3D and Double Vision biplane.
I was lucky enough to get a chance to fully test the Vision 3D and
bring you a report. I’m not going to dive too deeply into kit features
or build nuances. It’s more of an overview of the model and a more
comprehensive flight report.
The Vision 3D is neither International Miniature Aerobatic Club
(IMAC) nor Pattern legal, but it was designed for those like us:
competition-minded pilots, but with the desire for a bang-around,
fun-to-fly performance airplane. It can be used for precision practice
or for 3-D antics without the stress or wear on our contest airframes.
The Vision is perfect for designing and perfecting a Freestyle
routine. It’s not cheap to build but is a bargain relative to today’s
IMAC models, so it does relieve some of that stress on the wallet.
The Vision 3D looks a bit like a hybrid of a Pattern airplane and
an SA airplane. It has a Patternesque fuselage with wings and
empennage that are more reminiscent of an Extra or a CAP. The
wings are extremely tapered with a fairly thick airfoil. The high point
is at 20%-25% aft, and the LE is somewhat round. It’s not exactly a
fun-fly wing, but it will resist a stall.
If the high point were any farther forward, I would have written
this model off. But the LE does taper, becoming slightly sharper
toward the tip as on a standard SA aircraft, giving me hope for its
ability to stabilize while stalled.
The Vision spans 85 inches with 1,420 square inches of wing
area. The length is 82 inches, and the advertised weight is topped out
at 16 pounds. My model weighed 16 pounds, 6 ounces with the
canister muffler.
Airplanes in this size category generally don’t make the best 3-D
platforms, but I’m hoping that this one will change that experience.
Control surfaces look to be just adequate for serious 3-D. There’s
plenty of rudder area, but the elevators are surprisingly small with
more than 50% of the total horizontal stabilizer area being stationary.
The ailerons are tapered and come to within 5 inches of the root with
a fairly large chord on the inboard side.
The Vision 3D has a couple of unique features. The wings are
fastened on with aluminum dowels positioned in them and a
receptacle with a large aluminum setscrew glued into blocks inside
the fuselage. The idea is similar to a giant wheel collar. CHP
supplies its high-quality, ball-bearing-equipped aluminum control
horns, and the airplane has mounting blocks built in specifically to fit
these horns.
This aircraft was designed from the beginning to use one of the
modern 50cc single-cylinder gasoline engines, and it allows the use
of a tuned pipe or canister with a built-in pipe tunnel and fiberglass
undertray.
June 2005 111
st.net
One disappointment is the extensive use of wood screws
throughout the model. For some builders wood screws are not a big
deal. It’s more of a personal preference, but I’d prefer to see more
blind nuts or threaded inserts for added reliability and ease of
maintenance. In all, the design is state of the art and lacks nothing
for the modeler who stays on the cutting edge of the latest techniques
and equipment.
The kit didn’t come with instructions, so I logged on to the CHP
Web site (www.chiphyde.com) and printed them off of there. The
nice thing about having Web-based instructions is the company’s
ability to make changes and updates as they arise. Chip has made a
few updates since the Vision’s introduction based on customer
feedback. This is a progressive way of doing business.
CHP recommends a Desert Aircraft (DA) 50cc gas engine, and
that’s what I used. DA also supplied the header and hardware for
CHP’s quiet canister and a stunning Mejzlik carbon-fiber spinner.
When you order a new engine, make sure you tell the DA staff what
model you’re working on so they can get you the correct header and
the proper-length engine mounts. In addition to the quiet pipe, I used
a new CHP 22 x 8 wood propeller.
For control I used JR DS8611 digital servos on all of the control
surfaces, a DS811 servo for the throttle, and an NEH531 standard
servo for the choke. A new JR XP9303 transmitter mixes it all
together and sends out the signals to the airplane. The setup includes
only one receiver, one 2700 mAh NiMH battery pack for the radio,
and one 2100 for the ignition.
The Vision 3D’s assembly is straightforward for someone with
previous modeling experience. But if you’re used to the wide-open
spaces of a 40% Giant Scale, this thing is like building a ship in a
bottle!
More than a few times I thought about cutting the forward hatch
portion off the fuselage to gain access to the position of much of the
gear. It would have been a more convenient design if the hatch/
canopy were built from the firewall aft. As it was, I doubt if I could
have managed without help from my wife Candie, with her small
hands and amazing patience.
While I’m helping with design ideas, a preinstalled servo-wire
tube in the rear section would make a good addition. Getting back
there to anchor the servo wires is next to impossible.
General quality of the construction—parts fit, covering, and
paint—is excellent. The wing tubes are snug but not too tight. The
wings, stabilizers, and hatch mate perfectly to the fuselage, and the
fiberglass parts and landing gear go together without a hitch.
I built the Vision in accordance with the instructions for the most
part, and the balance is exactly where it should be for me:
approximately 1/4 inch behind the recommended center. I’m fairly
slow and methodical, but I’d guess that I have less than 30 hours
build time invested.
I headed out to the field for the first flight. My new DA-50 engine
had not been tested, tuned, or “broken in.” Unlike a glow engine,
there’s no need to run a gas engine rich during break-in, and there’s
no reason to run it on the bench before it’s flown.
The engine fired easily but was a tad rich from the start. After I
got it leaned out, taking away any indication of rich running, it came
alive with instant throttle response and a perfect idle. The DA-50
was smooth, reliable, and powerful from the start. The CHP quiet
pipe was nice on the ears, and the CHP propeller pulled hard. Even
at our altitude this is an unlimited combination.
I soon learned that the spring wire for the tail wheel was a bit on
the soft side. I had to bend it back into shape after every landing.
Also, the tail gear was a bit short for this model. With 50° of elevator
throw, the stabilizer counterbalances are close to the ground while
taxiing at full deflection. I’ll replace the wire with some piano wire
later.
Chip told me he didn’t want his customers to have to worry about
details such as incidence, so I didn’t check the incidences on this
airplane before the test flight. If the incidences are off, it is very
little. It did require some trim on the first flight, but I haven’t given it
a second thought since then.
By now the Vision 3D has an Internet reputation as a great
airplane, and I concur. Although it flies much like other IMAC-style
CHP ARF kit has nice aluminum control horns designed with
built-in ball bearing and includes fiberglass-filled clevis.
The Vision was designed for a DA 50cc. Mike used shorter
engine standoffs, putting the carburetor inside the fuselage.
High-alpha maneuvers are usually more difficult with models this
size, but the Vision performs well in a stalled attitude.
models that are close to its size, it also has
some big-airplane qualities.
The first thing I noticed was the solid
tracking and the ability to pull a hard corner
without dropping a wing. It did fall off
slightly in a turn, which I had never
experienced. I did not put right thrust into
the engine, but the cowl was clearly
designed for it.
As it was, rudder input on the up-lines
was minimal. There was little roll coupled
to the rudder and roughly the same amount
of pitch. With no mix at all, it was roughly
the same as many of my airplanes when
they are fully adjusted. But if you want to
mix it out, approximately a 4% linear mix is
a good starting point. Down-lines had only
a slight pull, and I didn’t notice any yaw in
the rolls.
Because the Vision had so little coupling
and such an axial roll, it was confidenceinspiring
to execute horizon-to-horizon
slow rolls or point rolls on a perfect line.
The airplane makes you look like a better
flier from the start! Ailerons and rudder had
good authority, but the elevators could have
used a little more oomph. (Of course, I
always think the elevators could use more
oomph!)
I ran through the 2005 Unlimited IMAC
sequence, and the Vision works as well as
many much larger airplanes and better than
some. It is legal for the IMAC Basic class,
but don’t bring one of these to fly in Basic;
that would be just like cheating!
I’ve struggled with how to explain the
Vision’s performance in 3-D. There are two
perspectives to consider. It will give a
different impression to pilots who have 35%
or 40% experience than to those who are
just stepping into this size range from the
glow airplanes.
If you already fly the big models, the
Vision 3D has some typical small-airplane
tendencies. It can be a bit twitchy. Inverted
and upright Harriers require quick reflexes
but are controllable, and with a small
amount of experience you can make the
model fall into a groove, becoming rock
solid. This is especially true inverted. The
Vision is exceptionally stable and
maneuverable while in an inverted stall.
But it will snap completely out of the
Harrier if you’re not on the ball.
If you’re just moving up to this category,
the Vision will be 3-D nirvana to you! I’ve
never flown anything in this size class that can
execute 3-D as well.
Since the elevators are on the small side,
the model needed a bit more power than I’m
used to in order to fall into a groove while
stalled. Rolling Harriers can be controlled
fairly easily, but, again, the power setting was
throwing me off and the roll rate was a bit
faster than I expected. But other than a little
more pucker, you couldn’t tell anything was
amiss. It’s gonna take a bit more weight in the
rear to get Walls and Parachutes to pull past
45° with power off, but with a lot of power
(like full power) the Vision can do Waterfalls
in its own length.
One of the best points about buying and
building a Vision 3-D, or any CHP item, is the
man behind the company. During my build I
spoke with Chip directly, as I know many of
his customers do. His knowledge, experience,
and understanding of what pilots of all levels
need in an aircraft of this type are unique in
the industry. His personal involvement brings
a value you can’t find anywhere else.
Through several conversations with Chip I
learned that he’s passionate about bringing the
best-quality, best-flying products to the
market and is open to feedback, meaning he’s
serious about evolving and improving his
products.
At several events I’ve watched him stop
and take time to talk with fans and customers
during practice and competitions when he
could have easily been preoccupied with the
event. Because of Chip, I wouldn’t hesitate to
buy any of his aircraft or products.
Aside from Chip personally, the Vision 3D
stands on its own merits. It’s a little too good
for competition in the Basic IMAC class, but
it makes a perfect practice model when you
want to hone those Rolling Circles or practice
double snaps on a 45° down-line.
For 3-D it will test your skill and, if you’re
up to the challenge, will make you one
heck of a 3-D master. It makes a perfect 3-
D practice airplane and Freestyle-sequence
design tool. The Vision 3D went together
quick and straight, the quality is firstclass,
and if you’re in the market for a
model in the 50cc class, you can’t go
wrong with this one. MA
Edition: Model Aviation - 2005/06
Page Numbers: 110,111,112,113
110 MODEL AVIATION
Mike Hurley, 11542 Decatur Ct., Westminster CO 80234; E-mail: [email protected]
RADIO CONTROL SCALE AEROBATICS
The Vision 3D—a monowing evolution of Chip Hyde’s successful
Double Vision biplane—has qualities of SA and Pattern designs.
Despite the Vision’s small size, it is a capable 3-D flier. It takes
awhile to get used to its hovering characteristics.
IN MODEL AVIATION terms, 3-D as a segment of the hobby has
only recently been toweled off and spanked on the bottom. Since 3-D
is not represented in this magazine as its own entity by way of a
column and since it was originally, and still is, most often associated
with Scale Aerobatics (SA), I consider it part of SA.
Today there are many 3-D models available that are not scale,
and I’ll write about some of them from time to time. Flat-winged
foamie 3-D electrics are most often represented as SA airplanes and
have proven to be exceptional 3-D performers. I’m a big fan of the
flat-airfoil aircraft; they are revolutionizing 3-D and the ability to
perform 3-D with a low cost and capable platform.
I probably won’t write about any of the fun-fly-type models with
real fat airfoils and either profile or built-up fuselages that are
labeled as 3-D-specific designs. Although they fly well for fun-flytype
maneuvers, I’ve not yet found one that will fly well in 3-D.
Their fat, forward high-point wings are designed to resist stall and
are poor performers once into a stall. Generally speaking, 3-D is a
stalled condition. Yeah, I know they can hover, but there’s more to
3-D than hovering and torque-rolling.
It isn’t going to do any good to write to me telling about how
great your latest ProBro 3-D “whatsit” performs! I’ve flown many of
’em, and they’re just not stable in a high-alpha or stalled condition.
I do have one caveat. Here in Denver I fly at an altitude of 5,500-
6,500 feet, so an airplane that is adequately stable at sea level may
not do well at this altitude. That fact may have skewed my
perception, but more likely it exaggerates an airplane’s true qualities.
Chip Hyde Products (CHP) is a relative newcomer to the 3-D and
SA market. Two nonscale airplanes designed for 3-D and capable of
impressive precision are the Vision 3D and Double Vision biplane.
I was lucky enough to get a chance to fully test the Vision 3D and
bring you a report. I’m not going to dive too deeply into kit features
or build nuances. It’s more of an overview of the model and a more
comprehensive flight report.
The Vision 3D is neither International Miniature Aerobatic Club
(IMAC) nor Pattern legal, but it was designed for those like us:
competition-minded pilots, but with the desire for a bang-around,
fun-to-fly performance airplane. It can be used for precision practice
or for 3-D antics without the stress or wear on our contest airframes.
The Vision is perfect for designing and perfecting a Freestyle
routine. It’s not cheap to build but is a bargain relative to today’s
IMAC models, so it does relieve some of that stress on the wallet.
The Vision 3D looks a bit like a hybrid of a Pattern airplane and
an SA airplane. It has a Patternesque fuselage with wings and
empennage that are more reminiscent of an Extra or a CAP. The
wings are extremely tapered with a fairly thick airfoil. The high point
is at 20%-25% aft, and the LE is somewhat round. It’s not exactly a
fun-fly wing, but it will resist a stall.
If the high point were any farther forward, I would have written
this model off. But the LE does taper, becoming slightly sharper
toward the tip as on a standard SA aircraft, giving me hope for its
ability to stabilize while stalled.
The Vision spans 85 inches with 1,420 square inches of wing
area. The length is 82 inches, and the advertised weight is topped out
at 16 pounds. My model weighed 16 pounds, 6 ounces with the
canister muffler.
Airplanes in this size category generally don’t make the best 3-D
platforms, but I’m hoping that this one will change that experience.
Control surfaces look to be just adequate for serious 3-D. There’s
plenty of rudder area, but the elevators are surprisingly small with
more than 50% of the total horizontal stabilizer area being stationary.
The ailerons are tapered and come to within 5 inches of the root with
a fairly large chord on the inboard side.
The Vision 3D has a couple of unique features. The wings are
fastened on with aluminum dowels positioned in them and a
receptacle with a large aluminum setscrew glued into blocks inside
the fuselage. The idea is similar to a giant wheel collar. CHP
supplies its high-quality, ball-bearing-equipped aluminum control
horns, and the airplane has mounting blocks built in specifically to fit
these horns.
This aircraft was designed from the beginning to use one of the
modern 50cc single-cylinder gasoline engines, and it allows the use
of a tuned pipe or canister with a built-in pipe tunnel and fiberglass
undertray.
June 2005 111
st.net
One disappointment is the extensive use of wood screws
throughout the model. For some builders wood screws are not a big
deal. It’s more of a personal preference, but I’d prefer to see more
blind nuts or threaded inserts for added reliability and ease of
maintenance. In all, the design is state of the art and lacks nothing
for the modeler who stays on the cutting edge of the latest techniques
and equipment.
The kit didn’t come with instructions, so I logged on to the CHP
Web site (www.chiphyde.com) and printed them off of there. The
nice thing about having Web-based instructions is the company’s
ability to make changes and updates as they arise. Chip has made a
few updates since the Vision’s introduction based on customer
feedback. This is a progressive way of doing business.
CHP recommends a Desert Aircraft (DA) 50cc gas engine, and
that’s what I used. DA also supplied the header and hardware for
CHP’s quiet canister and a stunning Mejzlik carbon-fiber spinner.
When you order a new engine, make sure you tell the DA staff what
model you’re working on so they can get you the correct header and
the proper-length engine mounts. In addition to the quiet pipe, I used
a new CHP 22 x 8 wood propeller.
For control I used JR DS8611 digital servos on all of the control
surfaces, a DS811 servo for the throttle, and an NEH531 standard
servo for the choke. A new JR XP9303 transmitter mixes it all
together and sends out the signals to the airplane. The setup includes
only one receiver, one 2700 mAh NiMH battery pack for the radio,
and one 2100 for the ignition.
The Vision 3D’s assembly is straightforward for someone with
previous modeling experience. But if you’re used to the wide-open
spaces of a 40% Giant Scale, this thing is like building a ship in a
bottle!
More than a few times I thought about cutting the forward hatch
portion off the fuselage to gain access to the position of much of the
gear. It would have been a more convenient design if the hatch/
canopy were built from the firewall aft. As it was, I doubt if I could
have managed without help from my wife Candie, with her small
hands and amazing patience.
While I’m helping with design ideas, a preinstalled servo-wire
tube in the rear section would make a good addition. Getting back
there to anchor the servo wires is next to impossible.
General quality of the construction—parts fit, covering, and
paint—is excellent. The wing tubes are snug but not too tight. The
wings, stabilizers, and hatch mate perfectly to the fuselage, and the
fiberglass parts and landing gear go together without a hitch.
I built the Vision in accordance with the instructions for the most
part, and the balance is exactly where it should be for me:
approximately 1/4 inch behind the recommended center. I’m fairly
slow and methodical, but I’d guess that I have less than 30 hours
build time invested.
I headed out to the field for the first flight. My new DA-50 engine
had not been tested, tuned, or “broken in.” Unlike a glow engine,
there’s no need to run a gas engine rich during break-in, and there’s
no reason to run it on the bench before it’s flown.
The engine fired easily but was a tad rich from the start. After I
got it leaned out, taking away any indication of rich running, it came
alive with instant throttle response and a perfect idle. The DA-50
was smooth, reliable, and powerful from the start. The CHP quiet
pipe was nice on the ears, and the CHP propeller pulled hard. Even
at our altitude this is an unlimited combination.
I soon learned that the spring wire for the tail wheel was a bit on
the soft side. I had to bend it back into shape after every landing.
Also, the tail gear was a bit short for this model. With 50° of elevator
throw, the stabilizer counterbalances are close to the ground while
taxiing at full deflection. I’ll replace the wire with some piano wire
later.
Chip told me he didn’t want his customers to have to worry about
details such as incidence, so I didn’t check the incidences on this
airplane before the test flight. If the incidences are off, it is very
little. It did require some trim on the first flight, but I haven’t given it
a second thought since then.
By now the Vision 3D has an Internet reputation as a great
airplane, and I concur. Although it flies much like other IMAC-style
CHP ARF kit has nice aluminum control horns designed with
built-in ball bearing and includes fiberglass-filled clevis.
The Vision was designed for a DA 50cc. Mike used shorter
engine standoffs, putting the carburetor inside the fuselage.
High-alpha maneuvers are usually more difficult with models this
size, but the Vision performs well in a stalled attitude.
models that are close to its size, it also has
some big-airplane qualities.
The first thing I noticed was the solid
tracking and the ability to pull a hard corner
without dropping a wing. It did fall off
slightly in a turn, which I had never
experienced. I did not put right thrust into
the engine, but the cowl was clearly
designed for it.
As it was, rudder input on the up-lines
was minimal. There was little roll coupled
to the rudder and roughly the same amount
of pitch. With no mix at all, it was roughly
the same as many of my airplanes when
they are fully adjusted. But if you want to
mix it out, approximately a 4% linear mix is
a good starting point. Down-lines had only
a slight pull, and I didn’t notice any yaw in
the rolls.
Because the Vision had so little coupling
and such an axial roll, it was confidenceinspiring
to execute horizon-to-horizon
slow rolls or point rolls on a perfect line.
The airplane makes you look like a better
flier from the start! Ailerons and rudder had
good authority, but the elevators could have
used a little more oomph. (Of course, I
always think the elevators could use more
oomph!)
I ran through the 2005 Unlimited IMAC
sequence, and the Vision works as well as
many much larger airplanes and better than
some. It is legal for the IMAC Basic class,
but don’t bring one of these to fly in Basic;
that would be just like cheating!
I’ve struggled with how to explain the
Vision’s performance in 3-D. There are two
perspectives to consider. It will give a
different impression to pilots who have 35%
or 40% experience than to those who are
just stepping into this size range from the
glow airplanes.
If you already fly the big models, the
Vision 3D has some typical small-airplane
tendencies. It can be a bit twitchy. Inverted
and upright Harriers require quick reflexes
but are controllable, and with a small
amount of experience you can make the
model fall into a groove, becoming rock
solid. This is especially true inverted. The
Vision is exceptionally stable and
maneuverable while in an inverted stall.
But it will snap completely out of the
Harrier if you’re not on the ball.
If you’re just moving up to this category,
the Vision will be 3-D nirvana to you! I’ve
never flown anything in this size class that can
execute 3-D as well.
Since the elevators are on the small side,
the model needed a bit more power than I’m
used to in order to fall into a groove while
stalled. Rolling Harriers can be controlled
fairly easily, but, again, the power setting was
throwing me off and the roll rate was a bit
faster than I expected. But other than a little
more pucker, you couldn’t tell anything was
amiss. It’s gonna take a bit more weight in the
rear to get Walls and Parachutes to pull past
45° with power off, but with a lot of power
(like full power) the Vision can do Waterfalls
in its own length.
One of the best points about buying and
building a Vision 3-D, or any CHP item, is the
man behind the company. During my build I
spoke with Chip directly, as I know many of
his customers do. His knowledge, experience,
and understanding of what pilots of all levels
need in an aircraft of this type are unique in
the industry. His personal involvement brings
a value you can’t find anywhere else.
Through several conversations with Chip I
learned that he’s passionate about bringing the
best-quality, best-flying products to the
market and is open to feedback, meaning he’s
serious about evolving and improving his
products.
At several events I’ve watched him stop
and take time to talk with fans and customers
during practice and competitions when he
could have easily been preoccupied with the
event. Because of Chip, I wouldn’t hesitate to
buy any of his aircraft or products.
Aside from Chip personally, the Vision 3D
stands on its own merits. It’s a little too good
for competition in the Basic IMAC class, but
it makes a perfect practice model when you
want to hone those Rolling Circles or practice
double snaps on a 45° down-line.
For 3-D it will test your skill and, if you’re
up to the challenge, will make you one
heck of a 3-D master. It makes a perfect 3-
D practice airplane and Freestyle-sequence
design tool. The Vision 3D went together
quick and straight, the quality is firstclass,
and if you’re in the market for a
model in the 50cc class, you can’t go
wrong with this one. MA
Edition: Model Aviation - 2005/06
Page Numbers: 110,111,112,113
110 MODEL AVIATION
Mike Hurley, 11542 Decatur Ct., Westminster CO 80234; E-mail: [email protected]
RADIO CONTROL SCALE AEROBATICS
The Vision 3D—a monowing evolution of Chip Hyde’s successful
Double Vision biplane—has qualities of SA and Pattern designs.
Despite the Vision’s small size, it is a capable 3-D flier. It takes
awhile to get used to its hovering characteristics.
IN MODEL AVIATION terms, 3-D as a segment of the hobby has
only recently been toweled off and spanked on the bottom. Since 3-D
is not represented in this magazine as its own entity by way of a
column and since it was originally, and still is, most often associated
with Scale Aerobatics (SA), I consider it part of SA.
Today there are many 3-D models available that are not scale,
and I’ll write about some of them from time to time. Flat-winged
foamie 3-D electrics are most often represented as SA airplanes and
have proven to be exceptional 3-D performers. I’m a big fan of the
flat-airfoil aircraft; they are revolutionizing 3-D and the ability to
perform 3-D with a low cost and capable platform.
I probably won’t write about any of the fun-fly-type models with
real fat airfoils and either profile or built-up fuselages that are
labeled as 3-D-specific designs. Although they fly well for fun-flytype
maneuvers, I’ve not yet found one that will fly well in 3-D.
Their fat, forward high-point wings are designed to resist stall and
are poor performers once into a stall. Generally speaking, 3-D is a
stalled condition. Yeah, I know they can hover, but there’s more to
3-D than hovering and torque-rolling.
It isn’t going to do any good to write to me telling about how
great your latest ProBro 3-D “whatsit” performs! I’ve flown many of
’em, and they’re just not stable in a high-alpha or stalled condition.
I do have one caveat. Here in Denver I fly at an altitude of 5,500-
6,500 feet, so an airplane that is adequately stable at sea level may
not do well at this altitude. That fact may have skewed my
perception, but more likely it exaggerates an airplane’s true qualities.
Chip Hyde Products (CHP) is a relative newcomer to the 3-D and
SA market. Two nonscale airplanes designed for 3-D and capable of
impressive precision are the Vision 3D and Double Vision biplane.
I was lucky enough to get a chance to fully test the Vision 3D and
bring you a report. I’m not going to dive too deeply into kit features
or build nuances. It’s more of an overview of the model and a more
comprehensive flight report.
The Vision 3D is neither International Miniature Aerobatic Club
(IMAC) nor Pattern legal, but it was designed for those like us:
competition-minded pilots, but with the desire for a bang-around,
fun-to-fly performance airplane. It can be used for precision practice
or for 3-D antics without the stress or wear on our contest airframes.
The Vision is perfect for designing and perfecting a Freestyle
routine. It’s not cheap to build but is a bargain relative to today’s
IMAC models, so it does relieve some of that stress on the wallet.
The Vision 3D looks a bit like a hybrid of a Pattern airplane and
an SA airplane. It has a Patternesque fuselage with wings and
empennage that are more reminiscent of an Extra or a CAP. The
wings are extremely tapered with a fairly thick airfoil. The high point
is at 20%-25% aft, and the LE is somewhat round. It’s not exactly a
fun-fly wing, but it will resist a stall.
If the high point were any farther forward, I would have written
this model off. But the LE does taper, becoming slightly sharper
toward the tip as on a standard SA aircraft, giving me hope for its
ability to stabilize while stalled.
The Vision spans 85 inches with 1,420 square inches of wing
area. The length is 82 inches, and the advertised weight is topped out
at 16 pounds. My model weighed 16 pounds, 6 ounces with the
canister muffler.
Airplanes in this size category generally don’t make the best 3-D
platforms, but I’m hoping that this one will change that experience.
Control surfaces look to be just adequate for serious 3-D. There’s
plenty of rudder area, but the elevators are surprisingly small with
more than 50% of the total horizontal stabilizer area being stationary.
The ailerons are tapered and come to within 5 inches of the root with
a fairly large chord on the inboard side.
The Vision 3D has a couple of unique features. The wings are
fastened on with aluminum dowels positioned in them and a
receptacle with a large aluminum setscrew glued into blocks inside
the fuselage. The idea is similar to a giant wheel collar. CHP
supplies its high-quality, ball-bearing-equipped aluminum control
horns, and the airplane has mounting blocks built in specifically to fit
these horns.
This aircraft was designed from the beginning to use one of the
modern 50cc single-cylinder gasoline engines, and it allows the use
of a tuned pipe or canister with a built-in pipe tunnel and fiberglass
undertray.
June 2005 111
st.net
One disappointment is the extensive use of wood screws
throughout the model. For some builders wood screws are not a big
deal. It’s more of a personal preference, but I’d prefer to see more
blind nuts or threaded inserts for added reliability and ease of
maintenance. In all, the design is state of the art and lacks nothing
for the modeler who stays on the cutting edge of the latest techniques
and equipment.
The kit didn’t come with instructions, so I logged on to the CHP
Web site (www.chiphyde.com) and printed them off of there. The
nice thing about having Web-based instructions is the company’s
ability to make changes and updates as they arise. Chip has made a
few updates since the Vision’s introduction based on customer
feedback. This is a progressive way of doing business.
CHP recommends a Desert Aircraft (DA) 50cc gas engine, and
that’s what I used. DA also supplied the header and hardware for
CHP’s quiet canister and a stunning Mejzlik carbon-fiber spinner.
When you order a new engine, make sure you tell the DA staff what
model you’re working on so they can get you the correct header and
the proper-length engine mounts. In addition to the quiet pipe, I used
a new CHP 22 x 8 wood propeller.
For control I used JR DS8611 digital servos on all of the control
surfaces, a DS811 servo for the throttle, and an NEH531 standard
servo for the choke. A new JR XP9303 transmitter mixes it all
together and sends out the signals to the airplane. The setup includes
only one receiver, one 2700 mAh NiMH battery pack for the radio,
and one 2100 for the ignition.
The Vision 3D’s assembly is straightforward for someone with
previous modeling experience. But if you’re used to the wide-open
spaces of a 40% Giant Scale, this thing is like building a ship in a
bottle!
More than a few times I thought about cutting the forward hatch
portion off the fuselage to gain access to the position of much of the
gear. It would have been a more convenient design if the hatch/
canopy were built from the firewall aft. As it was, I doubt if I could
have managed without help from my wife Candie, with her small
hands and amazing patience.
While I’m helping with design ideas, a preinstalled servo-wire
tube in the rear section would make a good addition. Getting back
there to anchor the servo wires is next to impossible.
General quality of the construction—parts fit, covering, and
paint—is excellent. The wing tubes are snug but not too tight. The
wings, stabilizers, and hatch mate perfectly to the fuselage, and the
fiberglass parts and landing gear go together without a hitch.
I built the Vision in accordance with the instructions for the most
part, and the balance is exactly where it should be for me:
approximately 1/4 inch behind the recommended center. I’m fairly
slow and methodical, but I’d guess that I have less than 30 hours
build time invested.
I headed out to the field for the first flight. My new DA-50 engine
had not been tested, tuned, or “broken in.” Unlike a glow engine,
there’s no need to run a gas engine rich during break-in, and there’s
no reason to run it on the bench before it’s flown.
The engine fired easily but was a tad rich from the start. After I
got it leaned out, taking away any indication of rich running, it came
alive with instant throttle response and a perfect idle. The DA-50
was smooth, reliable, and powerful from the start. The CHP quiet
pipe was nice on the ears, and the CHP propeller pulled hard. Even
at our altitude this is an unlimited combination.
I soon learned that the spring wire for the tail wheel was a bit on
the soft side. I had to bend it back into shape after every landing.
Also, the tail gear was a bit short for this model. With 50° of elevator
throw, the stabilizer counterbalances are close to the ground while
taxiing at full deflection. I’ll replace the wire with some piano wire
later.
Chip told me he didn’t want his customers to have to worry about
details such as incidence, so I didn’t check the incidences on this
airplane before the test flight. If the incidences are off, it is very
little. It did require some trim on the first flight, but I haven’t given it
a second thought since then.
By now the Vision 3D has an Internet reputation as a great
airplane, and I concur. Although it flies much like other IMAC-style
CHP ARF kit has nice aluminum control horns designed with
built-in ball bearing and includes fiberglass-filled clevis.
The Vision was designed for a DA 50cc. Mike used shorter
engine standoffs, putting the carburetor inside the fuselage.
High-alpha maneuvers are usually more difficult with models this
size, but the Vision performs well in a stalled attitude.
models that are close to its size, it also has
some big-airplane qualities.
The first thing I noticed was the solid
tracking and the ability to pull a hard corner
without dropping a wing. It did fall off
slightly in a turn, which I had never
experienced. I did not put right thrust into
the engine, but the cowl was clearly
designed for it.
As it was, rudder input on the up-lines
was minimal. There was little roll coupled
to the rudder and roughly the same amount
of pitch. With no mix at all, it was roughly
the same as many of my airplanes when
they are fully adjusted. But if you want to
mix it out, approximately a 4% linear mix is
a good starting point. Down-lines had only
a slight pull, and I didn’t notice any yaw in
the rolls.
Because the Vision had so little coupling
and such an axial roll, it was confidenceinspiring
to execute horizon-to-horizon
slow rolls or point rolls on a perfect line.
The airplane makes you look like a better
flier from the start! Ailerons and rudder had
good authority, but the elevators could have
used a little more oomph. (Of course, I
always think the elevators could use more
oomph!)
I ran through the 2005 Unlimited IMAC
sequence, and the Vision works as well as
many much larger airplanes and better than
some. It is legal for the IMAC Basic class,
but don’t bring one of these to fly in Basic;
that would be just like cheating!
I’ve struggled with how to explain the
Vision’s performance in 3-D. There are two
perspectives to consider. It will give a
different impression to pilots who have 35%
or 40% experience than to those who are
just stepping into this size range from the
glow airplanes.
If you already fly the big models, the
Vision 3D has some typical small-airplane
tendencies. It can be a bit twitchy. Inverted
and upright Harriers require quick reflexes
but are controllable, and with a small
amount of experience you can make the
model fall into a groove, becoming rock
solid. This is especially true inverted. The
Vision is exceptionally stable and
maneuverable while in an inverted stall.
But it will snap completely out of the
Harrier if you’re not on the ball.
If you’re just moving up to this category,
the Vision will be 3-D nirvana to you! I’ve
never flown anything in this size class that can
execute 3-D as well.
Since the elevators are on the small side,
the model needed a bit more power than I’m
used to in order to fall into a groove while
stalled. Rolling Harriers can be controlled
fairly easily, but, again, the power setting was
throwing me off and the roll rate was a bit
faster than I expected. But other than a little
more pucker, you couldn’t tell anything was
amiss. It’s gonna take a bit more weight in the
rear to get Walls and Parachutes to pull past
45° with power off, but with a lot of power
(like full power) the Vision can do Waterfalls
in its own length.
One of the best points about buying and
building a Vision 3-D, or any CHP item, is the
man behind the company. During my build I
spoke with Chip directly, as I know many of
his customers do. His knowledge, experience,
and understanding of what pilots of all levels
need in an aircraft of this type are unique in
the industry. His personal involvement brings
a value you can’t find anywhere else.
Through several conversations with Chip I
learned that he’s passionate about bringing the
best-quality, best-flying products to the
market and is open to feedback, meaning he’s
serious about evolving and improving his
products.
At several events I’ve watched him stop
and take time to talk with fans and customers
during practice and competitions when he
could have easily been preoccupied with the
event. Because of Chip, I wouldn’t hesitate to
buy any of his aircraft or products.
Aside from Chip personally, the Vision 3D
stands on its own merits. It’s a little too good
for competition in the Basic IMAC class, but
it makes a perfect practice model when you
want to hone those Rolling Circles or practice
double snaps on a 45° down-line.
For 3-D it will test your skill and, if you’re
up to the challenge, will make you one
heck of a 3-D master. It makes a perfect 3-
D practice airplane and Freestyle-sequence
design tool. The Vision 3D went together
quick and straight, the quality is firstclass,
and if you’re in the market for a
model in the 50cc class, you can’t go
wrong with this one. MA