John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA
Edition: Model Aviation - 2006/10
Page Numbers: 27,28,29,30,31,32
John Glezellis begins his Unknown program with a low
roller from takeoff. His 39% Krill Model Katana S weighs 39
pounds and is powered with a DA-150 engine.
October 2006 27
NEAR THE east-central point in Ohio, just
north of the famed Wright brothers’ home in
Dayton, there’s another cherished place in
historic aviation circles. Troy, Ohio, is the
location of Historic WACO Field, which is
close to the original WACO factory where the
famous biplanes were designed and built.
During the Golden Age of Aviation the
WACO biplane was renowned for its
tremendous capabilities. Wright Whirlwind
engines were shoehorned into airframes of
steel tubing and cloth, revealing to pilots what
was to become a pinnacle in civil-aviation
history.
In those days a loop and a roll were deathdefying
stunts. Inverted flight was what
breaking the sound barrier was to Major
Chuck Yeager: that which couldn’t be done.
The WACO Taperwing biplane Joseph
Mackey flew in 1936 broke the rules (as did
the Bell Aircraft X-1). Those new
aerodynamic ideas allowed pilots to redefine
the limits and encouraged engineers to keep at
it and develop new ideas.
Is it ironic that Historic WACO Field is
the site of the International Extreme Flight
Championships (XFC)? Not at all; the event
pays tribute to those Golden Age aviators
who challenged perception—only in this case
it is done with remote-controlled models, and
instead of industry we’re expanding a
pastime.
The XFC is unique in that it’s like an
Aerobatics contest, but it’s not. It’s mainly a
freestyle contest, but it’s not. It’s a Giant
Scale event, but it includes helicopters.
Combining all of its characteristics, this
competition is designed to be a spectator
thrill ride—something the rank beginners
can drop their jaws at while being
something even more to the pilot who
appreciates precision aerobatics as
opposed to stick whacking and sheer luck.
This was the fifth year for the event, and it
was held the weekend of June 16-18, 2006.
The XFC is currently led by an able
committee that includes Wendell Atkins, Bill
Cline, and Frank Noll Jr. As an invitational,
the finest pilots in the world are encouraged
Mark Trent piloted this DA-150-powered Composite-ARF Yak-55 SP. He favored the
model’s slow-speed handling because it best enhanced his program sequence.
BY MICHAEL RAMSEY
An aerobatic competition that explores
the broad capabilities of aircraft and
helicopters for an audience thrill ride
10sig1.QXD 8/24/06 11:34 AM Page 2728 MODEL AVIATION
Jeff Pfeifer used his Hangar 9 42% Ultimate to uniquely
demonstrate some of the compulsory maneuvers cross-box
instead of on-center.
Gernot Bruckman’s (of
Villach, Austria) distinctive
flying style offered US pilots
new ideas in Freestyle
aerobatics. Inset: Gernot’s
39% Katana S was powered
with the 3W-157B2 engine.
Matt Botos concentrates on flying his Miniature Aircraft Stratus
helicopter. His wife/caller Amy times the flight and calls out his
program’s maneuvers.
Marty Kuhns watches Line Boss Wendell Adkins for the signal to
start. Marty’s JR Vibe is powered with an O.S. .91 engine and
Curtis Youngblood Muscle Pipe.
Photos by Mark Lanterman and the author
10sig1.QXD 8/24/06 12:13 PM Page 28October 2006 29
No event could be complete without words and music. Greg
Poppel operates the sound equipment while Bob Sadler and
Darrel Bell co-host as announcers.
Father-and-son scenes were typical. Tyler Bonta’s father
supported Tyler as caller and chief mechanic of their Carbon
Extreme Avant helicopter.
Quique Somenzini pours plumes of smoke out the exhaust of his
DA-150-powered Yak-54. This 39%-scale model is available from
Aircraft International.
Mark Fadely tips his Miniature Aircraft Fury forward into a
negative push for a low and fast fly by the judges.
10sig1.QXD 8/24/06 11:39 AM Page 2930 MODEL AVIATION
Paul Soha has competed in every XFC event. His Carbon Extreme Avant is powered with
an O.S. engine, and Paul uses a Futaba radio for guidance.
Chris Maier warms up the DA-150 engine in his Dalton Aviation Extra 260 while his
helper Justin Getz holds the model steady.
Three judges were used per round. Tom Erb, Len Sabato, and Don Wade mask the sun
for a better view.
The inside of Yuri Higuchi’s Composite-
ARF Extra 330 is crisscrossed (in the
mold) with carbon-fiber tow for increased
rigidity.
to participate for cash prizes and respected
places in the history of RC.
To attract spectators from across the
region, the “contest” is freestyle only. It’s a
challenge to the pilots that pushes them, as no
other event does, to fly harder and define the
next limit in RC freestyle flying.
Flying to the Extreme: Yeah, gravity-defying,
low-level aerobatics is fun to watch, but as a
contestant it requires an incredible amount of
energy. To stay focused even for one fourminute
routine takes a tremendous amount of
stamina.
However, the crowds love it, so the event
directors thought it would it be great if the
show were coordinated to include 40 pilots
and 98 performances during the course of a
three-day weekend. Having pilots from across
the country and a few from abroad, a
culmination of diverse aerobatic styles
unfolds, breeding the “next level” in freestyle
RC performance.
The advancements demonstrated at the
XFC include a diverse scope—not just with
aircraft, but with helicopters as well. The
daily event schedule was shared between the
two widely divergent model regimes.
The 20 aircraft pilots and 20 helicopter
pilots flew five at a time, switching back and
forth between disciplines to maintain the
theatrical appeal to the crowd. Whether you
were a fixed-wing fan, a rotor-wing fan, or a
fan of both, there was good reason to stay
seated in the warm sun to watch the show go
down and cheer for the favorites.
The pilot’s goal is to present a flight
routine, choreographed to music, that shows
the agility and grace his model is capable of.
While aircraft pronounce their presence with
the grunt of a gas-powered engine, helicopters
show off their unique agility by “barking.”
10sig1.QXD 8/24/06 12:15 PM Page 30October 2006 31
Scott Gray arrests the descent of his JR Vibe from an inverted
flip. He wowed the crowd by engaging the throttle-hold function
while in a low inverted hover.
Alan Szabo and his brother Danny debuted the new Align T-Rex
600 by flying them in competition. Alan’s is in an inverted hover.
Scott Russell was one of the lucky
competitors to get a last-minute invitation
to compete at the XFC. He performed
John Glezellis put credits on his aircraft’s well with his CHP 35% Extra 330.
rudder to honor those who have helped
him. He does this on all his models.
XFC Event Sponsors*
Hobbico
Futaba
Desert Aircraft
RC Groups
Morgan Fuel Inc.
Hitec RCD
Horizon Hobby
Quique’s Aircraft Company
LanierRC
Duralite Flight Systems
Ace Hobby Distributors
Carden Aircraft
SKS Video Productions
Kirby’s Kustom Vinyl Graphics
Miniature Aircraft USA
YS Performance
Ohio Model Products
RC Hobby Center
Tru-Turn
Wilson RC Hobbies
Du-Bro
JTEC Radiowave
Bisson Custom Mufflers
Visit www.xfc-rc.com for more
information and updates on next year’s
contest.
* Sponsorship is listed by level of
contribution.
The sound they make when their blades
quickly change pitch from one extreme to the
other is similar to the sound a Harley-
Davidson motorcycle makes.
Giant Scale aircraft grooving and
tumbling through the air is a magnificent
sight. The big aerobatic models required for
this contest seem to defy gravity despite their
remarkable size and weight.
Overall, the flight routines used up a
tremendous amount of airspace, but the
aircraft is never a speck in the sky. The music
selected is typically pop or instrumental (such
as movie scores). The performances can be
described, in a single word, as “graceful.”
Airplanes aren’t the only models making
strides in freestyle aerobatics. RC helicopters
are incredible products of engineering. Not
limited to flying “straight head,” expert
helicopter pilots are also comfortable flying
inverted, backward, sideways, and crossways,
not to mention mixtures of all those
conditions.
The music most helicopter pilots
performed to was hard rock and rap; those
genres did a good job of accompanying the
fast “flipping” exercises the models
performed. The helicopter pilots typically
maintained a speedy flight routine much
closer to the field. Their routines were fastpaced
and very low to the ground most of the
time. In a word, I would describe the
helicopter performances as “wild.”
All airplane and helicopter pilots
performed outstanding feats of aerobatic skill.
To claim that either is more fun to watch
would be erroneous. Besides the physical
appearances, they fly so differently and
require such a diverse set of skills that there
exists a level of appreciation that is different
for each aircraft type.
The judging criteria are the same for
aircraft and helicopter pilots. The rounds are
defined as Known and Unknown fourminute-
long programs.
10sig1.QXD 8/24/06 11:43 AM Page 31A Known program requires that the pilot
perform three compulsory maneuvers, in
whatever order he or she chooses, within a
sequence program of his or her own design.
Presenting the three maneuvers also timed to
music proved to be challenging for many of
the pilots. The graceful intent of the
compulsory maneuvers typically slowed their
routines down. The pilots who made it all
look seamless reaped the rewards.
Part of the pilot’s job is to demonstrate a
versatile range of aerobatics. The skill is not
just how good a pilot can be at moving the
transmitter sticks, but how prepared that
person is with the aircraft setup. To fly
delicate precision maneuvers and framebending
stunts in the same flight presented a
unique set of challenges.
Pilots typically compete to fly precision or
freestyle—not both in the same flight.
Radically different setups are required to
execute either style well. The panel of judges
was charged with deciphering the pilot’s skill
from sheer daring and reward the
performance that dynamically presented the
routine with precision.
As the weekend unfolded, each flight
presented an aerobatic routine set to popular
music, including wish-I-could-do-that, downon-
the-deck stunts. The crowds cheered and
engines roared, all for the purpose of pushing
the envelope and developing “next-level”
modeling for the Sunday flier to try someday.
The preliminary rounds were flown the
first two days of the XFC. Of those 40 pilots
(20 aircraft and 20 helicopter), 14 flew in the
semifinals on the last day. To qualify for the
finals, the better of the pilots’ two Unknown
scores and the better of their two Known
scores are added together.
The final standings are scored by
combining the pilots’ best Known and
Unknown performances flown in the finals
and the leftover rounds scored from the
preliminaries. It’s not unusual to have
preliminary scores carry over into the final
standings.
This scoring system encourages the pilots
to fly more consistently and aggressively
from Day One. There’s no “sandbagging”;
pilots have to make every flight count.
Playing hardball like that steps up the quality
of the flight routines. Whether you were a
spectator on Friday or Sunday, the flying was
great.
Pilots flew airplanes ranging from Quique
Somenzini’s 26% Yak-54 to the huge
Composite-ARF 3.3-meter Yak-55SP. The
most popular aircraft were 40% size,
powered with the 150cc-class twin gaspowered
engines. They appeared to present
better to the judges, performing in a large
flight area but remaining easy to see. When
the winds kicked up on Sunday, those
aircraft penetrated the turbulence,
maintaining their correct position and
maneuver-sequence timing.
The vogue aircraft seemed to be the
Somenzini Yak-54 and the Krill Models 39%
Katana S. Versions of the Extra continue to
offer outstanding performance; designers
have revisited the older 260 and 300 variants
in favor of their midwing configurations,
much like the Yak and Katana S. Pilots have
learned that with the engine, wing, and
stabilizer of these models closely aligned,
they perform with more neutral handling
properties.
Helicopter fliers were amorous of their
.90-powered models, but some pilots broke
new ground with new, smaller helicopters.
The Curtis Youngblood-designed Vibe was
the choice of machine for the JR pilots, and
the Futaba pilots performed prominently with
the Miniature Aircraft Stratus and the
Thunder Tiger Raptor.
Helicopter design has come a long way.
For the freestyle pilots who were previously
paranoid with the prospect of folding their
machines midair while exploring new
maneuvers, the models these days just don’t
seem to want to break—even when they have
unfortunate encounters with the ground.
Nicholas Maxwell, Danny Szabo, and
Alan Szabo debuted prototypes of the new
Align T-Rex 600 electric-powered helicopter
(which is basically a .50-size machine).
Although their models showed no weakness
in agility, they were hampered a little more
by the windy conditions and appeared jittery
when it came to performing smoothly
throughout the compulsory maneuvers.
An enormous amount of effort went into
preparing and executing this audience thrill
ride. Be sure to consider all the commercial
manufacturers listed in the sidebar the next
time you’re buying hobby-related goods.
The funding and raffle prizes they
provided went to the pilots’ cash-prize pool,
which, in turn, is a nice “thank you” gift to
the pilots for putting on the show, which in
turn encourages worldwide talent to consider
making the effort.
Although top-league competitions such as
this might be intimidating to some modelers,
these “showy” performances are geared
toward encouraging everyday sport modelers
to try something new. Whether you’re
building or ARFing, the hobby is about
trying and learning new things, and this event
promises to inspire that tradition.
The XFC pilots and officials are the
friendliest group of people you’d ever want
to meet. As I witnessed countless times, the
competitors eagerly used their downtime to
answer questions and sign autographs. This
proved to me that the code of sportsmanship
is alive and well in the aeromodeling
community.
Take an afternoon to enjoy one of these
competitions and see for yourself. MA