Great Planes Stinger II ARF-2011/11

Right: The 20-ounce wing loading in the Great Planes Stinger II produced excellent flight
performance and glide characteristics.
Below: With the Stinger fully assembled and all the decals in place, a good waxing will
protect it from oil residue.
BACK IN 1988, two years after I
retired, I moved to the Atlanta area and
became acquainted with Lanier RC. The
owner, Bubba Spivey, asked me to
design a sport aerobatic airplane for
him. I agreed and went to work on it
with the following goals.
It had to be a simple, but a desirable
sport model, easy to build, and with
the fewest possible number of parts.
After I submitted a couple of ideas, we
settled on one. During the design
phase, suggestions from Bubba and
shop foreman Wayne Voyles were
incorporated and the design was
finalized.
The first Stinger was an 84-inch
Giant Scale version powered with a
Zenoah G-62 that could be flown at any
International Miniature Aircraft
Association (IMAA) event. It was a
success. I talked Bubba into building a
series of Stingers in various sizes
allowing him to enter the .40-.60 size
market with it, and later added the .10
and .120-size Stinger.
With five sizes of Stingers on the
market, more than 16,000 were sold!
Many were flown in other countries.
Now, when I see one at the flying field,
I smile to myself and think that my
airplane really has survived the years
and is still popular with many.
Four years ago, Lanier RC and Carl
Goldberg Models were sold to Great
Planes and the Stinger disappeared.
However, now it is back again, thanks
to Great Planes, in a popular .40-size
ARF.
First Impressions: It was interesting
to look over the new Stinger II ARF
to see how much differed from my
original version. The overall shape
was still there, but thanks to modern
building techniques, many changes
had taken place including a two-piece
wing, larger wing control surfaces,
and dual aileron servos. It was
completely built-up and ready to
assemble.
There is no question that it is a much
better kit, partly because you don’t have
to build and cover it as we did in the past.
66 MODEL AVIATION
Photos by the author
The kit arrived undamaged. The author was impressed by the
great workmanship.
The hardware required to fly the Stinger included five standard
Futaba S3004 servos, a Bisson Pitts-style muffler, a Y-connector,
Futaba 2.4 GHz radio, an O.S. .46AX two-stroke or .70 to .72
four-stroke engine, and servo extension leads.
The space under the canopy is divided into three
sections for servos, radio equipment, and the fuel
tank. The battery is installed under the receiver space
to reposition it for balancing purposes.
From the smile on the author’s face, the Stinger II’s
maiden flight went well. What a great-flying airplane!
The wheel pants are easy to mount with
the hardware supplied. The wheel
openings in the pants were too small and
had to be enlarged with a Dremel drum
sander to clear the wheel.
With the side-mounted O.S. .46AX, a
Bisson Pitts-style muffler is mandatory. A
standard muffler will not fit with sidemounted
engine.
November 2011 67
S p e c i f i c a t i o n s
Model type: Sport ARF
Skill level: Intermediate builder,
intermediate pilot
Wingspan: 49.5 inches
Wing area: 586 square inches
Airfoil: Symmetrical
Length: 46 inches
Weight: 5-5.5 pounds
Engine: .46-.55 two-stroke or
.70-.72 four-stroke
Radio: four-channel with five
standard servos; standard receiver
Construction: Balsa and
plywood
Covering and finish: MonoKote
with painted cowl, wheel pant,
and canopy cover
Price: $169.98
P l u s e s a n d M i n u s e s
Engine used: O.S. Max .46AX
Propeller: Top Flite 11 x 6
Radio system: Futaba 2.4
GHz T6EX transmitter; Futaba
R617FS Receiver; five Futaba
S30004 standard servos; 4.8-
volt 2700 mAh NiMH battery
pack; two 6-inch servo
extensions; one Y connector
Ready-to-fly weight:
5 pounds, 2 ounces
Flight duration: 10-12
minutes
T e s t M o d e l D e t a i l s
+
• Great curb appeal.
• Solid plywood and balsa
construction.
• Two-piece wing on tube.
• Simple assembly.
• Great flight performance.
• Tolerates aggressive flying.
-•
Wheel pants holes for wheels too
small.
• Cowl paint does not match
covering.
• Canopy hold-down screws too
small.
• Weight needed to balance CG.
The author put in several flights checking the stall, inverted flight, tracking, rolls, and glide characteristics. This is a great project for an
intermediate pilot who will enjoy its flight envelope.
The overseas manufacturers have become
building and covering experts and you can’t
build and finish an airplane for the price you
pay for an ARF, let alone replicating their
building skills.
Having worked in the industry in the past,
I found it difficult to deal with a factory 6,000
miles away. Hats off to Great Planes for
finding a way to work this out!
Popping the cover on the kit box I knew
what to expect because I have reviewed
several Great Planes kits in the past. I wasn’t
disappointed. I found a well-packaged kit able
to withstand the rigors of shipping during its
long ride to the US.
The components were well wrapped and
supported to maintain pristine factory
condition. The complete airplane is built-up
balsa and plywood and no foam wings. I
removed and inspected the covering on each
part. I saw good, straight seams with a few
wrinkles, but they were easily removed with
an iron.
The color match between the painted
fiberglass cowl and wheel pants and the
covering was only fair. The Stinger used
standard MonoKote colors so any color can
easily be replaced. The two-piece wing has a
joiner tube—a real plus when it comes to
transportation and field assembly.
The larger ailerons are driven by two
servos, making it possible to mix in
differential if needed. The canopy is clear
plastic with the pilot figure—a reasonable
looking little guy—installed and it lifts off for
access to the radio compartment. The landing
gear legs are sturdy 1/8-inch aluminum and
split. Each was bolted on separately with 21/2-
inch wheels supplied. The tail wheel is a nice
1-inch size with the prebent strut and hinge
ready to mount.
Before assembling the Stinger I read
through the instruction manual. My motto is
that it’s always good to know what you are
going to do before you do it. Great Planes has
done an excellent job with the manual. There
are good, clear pictures and straightforward
explanations done in a well-organized
manner.
You will encounter no trouble assembling
this aircraft. Although it is a simple fourchannel
airplane, the Stinger is not for the
beginner, but is well within the abilities of an
intermediate pilot. You will need very little
experience in assembling this ARF to get it
flying quickly.
Construction: I won’t go into step-by-step
details on the construction, but I’ll offer some
tips that will make things easier. I started
assembly by installing the servos in the wing
panels.
After connecting the 6-inch servo
extension leads and providing pull-apart
safety to the connectors with the shrink tubing
supplied, you will need to pull the servo
extension through to the wing root. You might
struggle with this step.
A piece of string is in place to help you do
this, but do not tie the string to the servo
connector. Place a spot of CA onto the string
end to keep it from raveling. Tie a loop in the
end of the string just big enough to fit over the
connector. Slide the loop over the connector,
stand the wing panel in a vertical position, and
pull the lead through. Slide the loop off the
connector and save it for the next one.
Here is another suggestion. When
installing the aileron control horns—or all
control horns for that matter—I always
position and CA them to the surface after
removing a small patch of covering beneath. I
match-drill the holes required for the bolts.
This ensures perfect alignment for the bolts to
fit the plastic nut on the far side.
Before installing the plastic clevis on the
pushrod, run a 2-56 tap through it. It will
make installing and adjusting easier later.
Also run the tap through the holes in the
plastic nut. The control horn mounting bolts
will install easier.
Moving on to the tail installation, I found
it straightforward. There was no need to
measure either side of the horizontal stabilizer
to make sure it was centered in both
directions. Great Planes has taken care of this
by providing a slot in the center of the
horizontal for the vertical stabilizer to key into
for perfect alignment. Excellent! You can’t
miss.
I noted that there were no tail struts,
although there were on the original.
After mounting the engine it was time to
install the cowl. There is always some
trimming to do because of the engine
configuration. The manual tells you to make a
template of the engine head and at this point a
problem arises.
The head of the engine sticks out beyond
the cowl so it is impossible to fit the cowl
with the engine installed so that you can make
the template. The engine must be mounted to
align the spinner with the cowl.
The manual suggests you remove the
engine head. I tried it and it worked. You can
easily draw around the head with it off to
make the template. The instructions are clear,
so just follow them and you will be fine.
I noted several interesting things about the
fuel fill line plywood clip that comes with the
Stinger. It is mounted on the bottom of the
firewall and provides a convenient way to
support the fill line while allowing you to pull
it out for filling. The plug for the fuel line is
also included.
The plywood clip supports the throttle
pushrod casing to a former. It shows that
some thought has been given for convenience.
I recommend installing the fill line in the fuel
tank as a way of removing fuel from the tank.
When assembling the wheels to the axle I
noted a flat spot machined on the end of the
axles to help retain the wheel collar. A plastic
spacer is provided to space the wheel in the
center of the wheel-pant opening. The rudder
LE was pre-grooved with a hole to accept the
tail wheel. All I had to do was glue it in.
The cowl’s mounting blocks were notched
into the firewall and glued and screwed in
place. This saved time and helps prevent
mishaps later on.
With the Stinger fully assembled and all
the decals in place, here is another tip to make
it look even better. Purchase a bottle of Eagle
One Wax As-U-Dry at your local auto parts
store and give it a good waxing. This will
keep it looking like new and protect against
oil residue from the engine. I use it on all my
airplanes. It’s a great product to use on film
covering.
Flying: Before flying the Stinger, it is
important to check the CG. The factoryspecified
31/4-inch position was 27% of the
wing chord. I had to add 13/4 ounces of weight
to the tail.
For better tracking, be sure to balance the
aircraft laterally. Pick up the airplane by the
70 MODEL AVIATION
propeller, fingers under both blades, and note
which wing is heavier. Add weight on the tip
to balance it. It won’t take much.
After putting in the specified control
throws, the Stinger was ready to fly. I chose a
perfect day for the maiden flight. I transported
the fully assembled Stinger to the field in my
van. I fired up the glow plug with my DuBro
EZ Glow lighter that beeps when the glow is
lit.
The O.S. .46AX started immediately. I ran
it up to full throttle to make sure the glow plug
was hot, and then idled it down. With the
engine idling I range-checked to make sure
the radio was working properly.
After a short taxi with up-elevator to check
out ground handling, the Stinger was ready to
fly. Our flying field has two runways, one
grass and the other a hard surface. The Stinger
is a tail dragger and more at home on grass.
Lining up with the runway, I advanced the
throttle slowly, let it run a little to gain speed,
and lifted off. At altitude I trimmed it for
three-quarters throttle. It was slightly noseheavy
and needed some up-trim. When I was
satisfied with the trim, I flew it for 7 or 8
minutes to get acquainted, and then landed to
check things out. I greased it in—well, maybe
one little bounce.
I put in several more flights that day
checking the stall, inverted flight, tracking,
rolls, and glide. In inverted flight, I needed
more weight in the tail because level flight
required moderate down-elevator.
The tracking was great. Rolls were slightly
fast requiring some reduction in aileron travel.
The glide was excellent. My Stinger had a 20-
ounce wing loading. I handed the controls
over to my good friend, Pat Manville, who
flew it while I manned the camera.
Throughout the test flights, the O.S. .46AX
started easily and performed flawlessly.
Conclusion: You can be sure when you buy a
Great Planes kit that you will get quality and
value. I have never been disappointed.
Reviewing the Stinger II brought back the
memories I had of the airplane I designed for
Lanier RC. There is no question that modern
building techniques have made it a better
airplane. Great Planes has done a good job of
replicating the Stinger for the better.
I hope the company decides to come out
with larger sizes. The Stinger II is a great
build for an intermediate pilot who will
thoroughly enjoy its flight envelope. For more
information, visit the Great Planes website
and check out the instruction manual. MA
— Jerry Smith
[email protected]
Manufacturer/Distributor:
Great Planes Model Manufacturing
(217) 398-8970
www.greatplanes.com
Sources:
Bisson Custom Muffler
(705) 389-1156
www.bissonmufflers.com

Right: The 20-ounce wing loading in the Great Planes Stinger II produced excellent flight
performance and glide characteristics.
Below: With the Stinger fully assembled and all the decals in place, a good waxing will
protect it from oil residue.
BACK IN 1988, two years after I
retired, I moved to the Atlanta area and
became acquainted with Lanier RC. The
owner, Bubba Spivey, asked me to
design a sport aerobatic airplane for
him. I agreed and went to work on it
with the following goals.
It had to be a simple, but a desirable
sport model, easy to build, and with
the fewest possible number of parts.
After I submitted a couple of ideas, we
settled on one. During the design
phase, suggestions from Bubba and
shop foreman Wayne Voyles were
incorporated and the design was
finalized.
The first Stinger was an 84-inch
Giant Scale version powered with a
Zenoah G-62 that could be flown at any
International Miniature Aircraft
Association (IMAA) event. It was a
success. I talked Bubba into building a
series of Stingers in various sizes
allowing him to enter the .40-.60 size
market with it, and later added the .10
and .120-size Stinger.
With five sizes of Stingers on the
market, more than 16,000 were sold!
Many were flown in other countries.
Now, when I see one at the flying field,
I smile to myself and think that my
airplane really has survived the years
and is still popular with many.
Four years ago, Lanier RC and Carl
Goldberg Models were sold to Great
Planes and the Stinger disappeared.
However, now it is back again, thanks
to Great Planes, in a popular .40-size
ARF.
First Impressions: It was interesting
to look over the new Stinger II ARF
to see how much differed from my
original version. The overall shape
was still there, but thanks to modern
building techniques, many changes
had taken place including a two-piece
wing, larger wing control surfaces,
and dual aileron servos. It was
completely built-up and ready to
assemble.
There is no question that it is a much
better kit, partly because you don’t have
to build and cover it as we did in the past.
66 MODEL AVIATION
Photos by the author
The kit arrived undamaged. The author was impressed by the
great workmanship.
The hardware required to fly the Stinger included five standard
Futaba S3004 servos, a Bisson Pitts-style muffler, a Y-connector,
Futaba 2.4 GHz radio, an O.S. .46AX two-stroke or .70 to .72
four-stroke engine, and servo extension leads.
The space under the canopy is divided into three
sections for servos, radio equipment, and the fuel
tank. The battery is installed under the receiver space
to reposition it for balancing purposes.
From the smile on the author’s face, the Stinger II’s
maiden flight went well. What a great-flying airplane!
The wheel pants are easy to mount with
the hardware supplied. The wheel
openings in the pants were too small and
had to be enlarged with a Dremel drum
sander to clear the wheel.
With the side-mounted O.S. .46AX, a
Bisson Pitts-style muffler is mandatory. A
standard muffler will not fit with sidemounted
engine.
November 2011 67
S p e c i f i c a t i o n s
Model type: Sport ARF
Skill level: Intermediate builder,
intermediate pilot
Wingspan: 49.5 inches
Wing area: 586 square inches
Airfoil: Symmetrical
Length: 46 inches
Weight: 5-5.5 pounds
Engine: .46-.55 two-stroke or
.70-.72 four-stroke
Radio: four-channel with five
standard servos; standard receiver
Construction: Balsa and
plywood
Covering and finish: MonoKote
with painted cowl, wheel pant,
and canopy cover
Price: $169.98
P l u s e s a n d M i n u s e s
Engine used: O.S. Max .46AX
Propeller: Top Flite 11 x 6
Radio system: Futaba 2.4
GHz T6EX transmitter; Futaba
R617FS Receiver; five Futaba
S30004 standard servos; 4.8-
volt 2700 mAh NiMH battery
pack; two 6-inch servo
extensions; one Y connector
Ready-to-fly weight:
5 pounds, 2 ounces
Flight duration: 10-12
minutes
T e s t M o d e l D e t a i l s
+
• Great curb appeal.
• Solid plywood and balsa
construction.
• Two-piece wing on tube.
• Simple assembly.
• Great flight performance.
• Tolerates aggressive flying.
-•
Wheel pants holes for wheels too
small.
• Cowl paint does not match
covering.
• Canopy hold-down screws too
small.
• Weight needed to balance CG.
The author put in several flights checking the stall, inverted flight, tracking, rolls, and glide characteristics. This is a great project for an
intermediate pilot who will enjoy its flight envelope.
The overseas manufacturers have become
building and covering experts and you can’t
build and finish an airplane for the price you
pay for an ARF, let alone replicating their
building skills.
Having worked in the industry in the past,
I found it difficult to deal with a factory 6,000
miles away. Hats off to Great Planes for
finding a way to work this out!
Popping the cover on the kit box I knew
what to expect because I have reviewed
several Great Planes kits in the past. I wasn’t
disappointed. I found a well-packaged kit able
to withstand the rigors of shipping during its
long ride to the US.
The components were well wrapped and
supported to maintain pristine factory
condition. The complete airplane is built-up
balsa and plywood and no foam wings. I
removed and inspected the covering on each
part. I saw good, straight seams with a few
wrinkles, but they were easily removed with
an iron.
The color match between the painted
fiberglass cowl and wheel pants and the
covering was only fair. The Stinger used
standard MonoKote colors so any color can
easily be replaced. The two-piece wing has a
joiner tube—a real plus when it comes to
transportation and field assembly.
The larger ailerons are driven by two
servos, making it possible to mix in
differential if needed. The canopy is clear
plastic with the pilot figure—a reasonable
looking little guy—installed and it lifts off for
access to the radio compartment. The landing
gear legs are sturdy 1/8-inch aluminum and
split. Each was bolted on separately with 21/2-
inch wheels supplied. The tail wheel is a nice
1-inch size with the prebent strut and hinge
ready to mount.
Before assembling the Stinger I read
through the instruction manual. My motto is
that it’s always good to know what you are
going to do before you do it. Great Planes has
done an excellent job with the manual. There
are good, clear pictures and straightforward
explanations done in a well-organized
manner.
You will encounter no trouble assembling
this aircraft. Although it is a simple fourchannel
airplane, the Stinger is not for the
beginner, but is well within the abilities of an
intermediate pilot. You will need very little
experience in assembling this ARF to get it
flying quickly.
Construction: I won’t go into step-by-step
details on the construction, but I’ll offer some
tips that will make things easier. I started
assembly by installing the servos in the wing
panels.
After connecting the 6-inch servo
extension leads and providing pull-apart
safety to the connectors with the shrink tubing
supplied, you will need to pull the servo
extension through to the wing root. You might
struggle with this step.
A piece of string is in place to help you do
this, but do not tie the string to the servo
connector. Place a spot of CA onto the string
end to keep it from raveling. Tie a loop in the
end of the string just big enough to fit over the
connector. Slide the loop over the connector,
stand the wing panel in a vertical position, and
pull the lead through. Slide the loop off the
connector and save it for the next one.
Here is another suggestion. When
installing the aileron control horns—or all
control horns for that matter—I always
position and CA them to the surface after
removing a small patch of covering beneath. I
match-drill the holes required for the bolts.
This ensures perfect alignment for the bolts to
fit the plastic nut on the far side.
Before installing the plastic clevis on the
pushrod, run a 2-56 tap through it. It will
make installing and adjusting easier later.
Also run the tap through the holes in the
plastic nut. The control horn mounting bolts
will install easier.
Moving on to the tail installation, I found
it straightforward. There was no need to
measure either side of the horizontal stabilizer
to make sure it was centered in both
directions. Great Planes has taken care of this
by providing a slot in the center of the
horizontal for the vertical stabilizer to key into
for perfect alignment. Excellent! You can’t
miss.
I noted that there were no tail struts,
although there were on the original.
After mounting the engine it was time to
install the cowl. There is always some
trimming to do because of the engine
configuration. The manual tells you to make a
template of the engine head and at this point a
problem arises.
The head of the engine sticks out beyond
the cowl so it is impossible to fit the cowl
with the engine installed so that you can make
the template. The engine must be mounted to
align the spinner with the cowl.
The manual suggests you remove the
engine head. I tried it and it worked. You can
easily draw around the head with it off to
make the template. The instructions are clear,
so just follow them and you will be fine.
I noted several interesting things about the
fuel fill line plywood clip that comes with the
Stinger. It is mounted on the bottom of the
firewall and provides a convenient way to
support the fill line while allowing you to pull
it out for filling. The plug for the fuel line is
also included.
The plywood clip supports the throttle
pushrod casing to a former. It shows that
some thought has been given for convenience.
I recommend installing the fill line in the fuel
tank as a way of removing fuel from the tank.
When assembling the wheels to the axle I
noted a flat spot machined on the end of the
axles to help retain the wheel collar. A plastic
spacer is provided to space the wheel in the
center of the wheel-pant opening. The rudder
LE was pre-grooved with a hole to accept the
tail wheel. All I had to do was glue it in.
The cowl’s mounting blocks were notched
into the firewall and glued and screwed in
place. This saved time and helps prevent
mishaps later on.
With the Stinger fully assembled and all
the decals in place, here is another tip to make
it look even better. Purchase a bottle of Eagle
One Wax As-U-Dry at your local auto parts
store and give it a good waxing. This will
keep it looking like new and protect against
oil residue from the engine. I use it on all my
airplanes. It’s a great product to use on film
covering.
Flying: Before flying the Stinger, it is
important to check the CG. The factoryspecified
31/4-inch position was 27% of the
wing chord. I had to add 13/4 ounces of weight
to the tail.
For better tracking, be sure to balance the
aircraft laterally. Pick up the airplane by the
70 MODEL AVIATION
propeller, fingers under both blades, and note
which wing is heavier. Add weight on the tip
to balance it. It won’t take much.
After putting in the specified control
throws, the Stinger was ready to fly. I chose a
perfect day for the maiden flight. I transported
the fully assembled Stinger to the field in my
van. I fired up the glow plug with my DuBro
EZ Glow lighter that beeps when the glow is
lit.
The O.S. .46AX started immediately. I ran
it up to full throttle to make sure the glow plug
was hot, and then idled it down. With the
engine idling I range-checked to make sure
the radio was working properly.
After a short taxi with up-elevator to check
out ground handling, the Stinger was ready to
fly. Our flying field has two runways, one
grass and the other a hard surface. The Stinger
is a tail dragger and more at home on grass.
Lining up with the runway, I advanced the
throttle slowly, let it run a little to gain speed,
and lifted off. At altitude I trimmed it for
three-quarters throttle. It was slightly noseheavy
and needed some up-trim. When I was
satisfied with the trim, I flew it for 7 or 8
minutes to get acquainted, and then landed to
check things out. I greased it in—well, maybe
one little bounce.
I put in several more flights that day
checking the stall, inverted flight, tracking,
rolls, and glide. In inverted flight, I needed
more weight in the tail because level flight
required moderate down-elevator.
The tracking was great. Rolls were slightly
fast requiring some reduction in aileron travel.
The glide was excellent. My Stinger had a 20-
ounce wing loading. I handed the controls
over to my good friend, Pat Manville, who
flew it while I manned the camera.
Throughout the test flights, the O.S. .46AX
started easily and performed flawlessly.
Conclusion: You can be sure when you buy a
Great Planes kit that you will get quality and
value. I have never been disappointed.
Reviewing the Stinger II brought back the
memories I had of the airplane I designed for
Lanier RC. There is no question that modern
building techniques have made it a better
airplane. Great Planes has done a good job of
replicating the Stinger for the better.
I hope the company decides to come out
with larger sizes. The Stinger II is a great
build for an intermediate pilot who will
thoroughly enjoy its flight envelope. For more
information, visit the Great Planes website
and check out the instruction manual. MA
— Jerry Smith
[email protected]
Manufacturer/Distributor:
Great Planes Model Manufacturing
(217) 398-8970
www.greatplanes.com
Sources:
Bisson Custom Muffler
(705) 389-1156
www.bissonmufflers.com