Plane Talk: Great Planes Giant Super Sportster ARF-2007/12

Any intermediate pilot can enjoy this smooth model. Top: Notice
the large cooling outlet under the cowling for the engine. Right: The
Sportster’s bag of tricks includes flying low and inverted.
THE GREAT PLANES Giant Super Sportster ARF is a look-alike of
the original that was kitted in 1982—only in Giant Scale size. It should
appeal to the first-time sport flier who wants to fly a larger airplane.
This model has a large, constant-chord, fully symmetrical, two-piece
wing; a generous nose and tail moment; and is well proportioned to do
what it does best: fly. This ARF comes complete; it’s a deluxe package.
The Giant Super Sportster arrived in a well-packed,
compartmentalized box to assure safe passage through many
environments from the Far East. Major airframe components were in
plastic slips, hardware packages were individualized, and a 32-page
instruction manual along with a decal sheet were in the box to complete
the kit.
Looking at the package I asked myself how the average modeler
could ever build an airplane, with all this hardware, that looks this
good, for the asking price of the kit. Most don’t build these days and
lack the skills required to even repair a model. Of course you have to
put up with clones on the flightline, but that doesn’t seem to matter to
people these days.
Rather than give you a step-by-step assembly commentary, I will
cover the kit’s important features and some of the things that will
give you an idea of what to expect if you decide to buy the Giant
Super Sportster.
Construction: When building a model this size, your first thought
should be transportation; can you get it to the flying field? Wow! An
82-inch wing!
Great Planes took care of this by assembling the wing halves on an
anodized aluminum tube measuring 13/16 inches in outside diameter x
13. Each wing panel is 41 inches with landing gear attached, cutting
your wing-transportation problem in half.
When mated the two wing panels are held in place on the fuselage
with dowels in the front and two nylon bolts in the back. The ailerons
are driven with a servo on each and a 12-inch servo extension required
to reach the receiver. I used a 14-inch extension to ensure that I had
enough length.
Photos by the author
The fuel-fill and vent lines are in the air
duct. Silicone sealer was applied around
the openings to keep oil and dirt out.
This ARF comes with standard thread hardware and accessories to suit a glow- or gasengine
installation. The covering is True Red, White, and Black MonoKote.
The Fuji BT-32EI engine is mounted on the
supplied standoffs. Bolt holes are prelocated
on the firewall, making mounting easier.
The fuel tank was moved aft and held in place with Velcro and rubber bands. The airplane
balanced with the arrangement shown without having to add ballast weight.
Good, solid 4-40 pushrods and control horns are included. The
spring-loaded tail wheel works great.
The canopy was installed with small #2 screws for easy removal in
case of maintenance needs. The pilot was added for realism.
High-torque servos such as the Futaba
versions shown are required on each
surface. Notice the robust control horn
on the aileron.
Cutting a hole in the cowl for the
carburetor can be tricky; the manual
leads through so anyone can have the
neat result shown.
The clever landing-gear and wheel-pant
mounting system is extremely strong.
There’s plenty of reinforcement inside
the wing too.
Test-Model Details
Pluses and Minuses
Specifications
+
• Good quality and construction
• Excellent hardware pack
• Outstanding flight envelope
• Exceptional cost value -• Covering sags in sun
Engine used: Fuji BT-32EI twostroke
Propeller: APC 18 x 8
Fuel: 32:1 gas/oil mix for one gallon,
42:1 afterward
Radio system: Futaba 9C
transmitter, Futaba PCM receiver,
four Futaba S9001 servos on flight
controls, one Futaba S3004 servo
on throttle, SR Batteries 1400
mAh Ni-Cd pack
Ready-to-fly weight: 13.5 pounds
Flight duration: 15-20 minutes
with throttle management
Type: ARF sport
Pilot skill: Intermediate
to expert
Wingspan: 82 inches
Wing area: 1,293 square inches
Length: 72 inches
Weight: 13.0-14.5 pounds
Wing loading: 23.1-25.7
ounces/square foot
Engine: 1.60-2.0 cu. in. two-stroke,
1.20-2.0 cu. in. four-stroke, 2.0
cu. in. gas
Radio: Four channels (minimum),
five servos
Construction: Primarily balsa and
plywood with fiberglass cowl and
wheel pants
Covering/finish: True Red, White,
Black Top Flite MonoKote
Price: $299.97
The Super Sportster’s Beginning
In 1981 Don Anderson, the founder of Great Planes Model
Manufacturing Company, purchased Bridi Hobby Enterprises from
Joe Bridi and Lou Stanley. The pair had operated together
successfully for many years and had built up a full line of balsa-andfiberglass
kits.
Such designs as the RCM Trainer, the Kaos, and some
fiberglass/foam airplanes have been true classics, if there ever were
any, in our business. Joe and Lou created those models as a team.
After Don moved the equipment and the entire outfit from
Wilmington, California, to Urbana, Illinois, Lou came for a full year
to help Don get the operation back up and running. Lou took with
him an original pencil drawing for a low-wing sport .40-powered
model.
Since Don had worked doing inked technical drawings during
the last two years of high school and all through college, he chose
to prepare the original kit plans himself. Lou provided the basic
aerobatic design while Don made numerous small cosmetic
changes he felt were needed.
The result was named the “Super Sportster.” It was the first new
kit design Great Planes Model Manufacturing produced after the
factory move, and it was shipped in the fall of 1982.
Throughout the years Don produced a Super Sportster design
in .20, .40, .60, and .90 two-stroke glow-engine sizes. There was
even a Sportster .40 biplane.
All those designs were popular, and they helped Don succeed as
a kit manufacturer. He sold Great Planes to Hobbico in 1991, and
since that time he has remained with Hobbico in a productdevelopment
managerial role.
Although the original Super Sportster builder’s kit is no longer in
production, there are several ARF versions besides the Giant
Super Sportster. The Mini Super Sportster ARF (GPMA1156), the
ElectriFly Super Sportster EP (GPMA1160), and the Super
Sportster 40 MKII ARF (GPMA1142) are based on the original
design. MA
—Jerry Smith
The landing-gear struts are stout and have
been beefed up for a heavier load. The strut is
made from two wires, welded, wrapped with
wire, and then plated, each going in opposite
directions, providing a torque arm and
mounted in a block in the wing.
One wire strut is foreshortened to allow
the painted-fiberglass wheel pant to be
mounted with two nylon landing-gear straps.
To keep the pant from rotating on the strut,
the end of the wheel axle is captured in a hole
provided inside the wheel pant. I struggled a
bit with installing the wheel pant, placing the
wheel and hardware on the axle and getting
the wheel centered in the opening.
I was impressed with the tail-wheel
assembly. It is one of the best I have seen in
an ARF kit.
A nylon bushing is mounted in a factorydrilled
hole in the fuselage tail. The tail-wheel
wire strut is mounted in the bushing with a
wheel collar installed and retained by an
aluminum clip with screws to keep it from
coming out.
A thin wire, acting as a spring, is soldered
and wrapped to the tail-wheel strut and
captured in a nylon bushing mounted on the
rudder. The tail-wheel assembly is completely
plated and reminds me of the Sullivan tail
wheel, with a difference in mounting and
spring arrangement.
The servos for the rudder and elevators are
mounted in the tail. I generally hold off
mounting the rudder servo until I see how the
model is going to balance.
Having chosen a heavier gas engine, and
looking at the Giant Super Sportster’s long
nose moment, it was easy to see that I could
mount the rudder servo in the back. Using a
lighter engine would have caused me to
think more about it.
Mounting the servos in the back has the
benefits of shorter linkages and better
accessibility to the servo, but it does require
longer servo extension leads. I used a Y
harness to tie the elevators together, thus
requiring a shorter extension lead of 8 inches
to reach the receiver.
The rudder-servo extension lead is 16
inches long. I installed a length of 1-inchdiameter
light cardboard tubing along the
inside side of the fuselage and pulled the
wires through it to keep them in place.
I installed a Fuji BT-32EI engine, as the
instructions recommended. I chose the
Electronic Ignition System (EIS) version
over the magneto-flywheel version because
it was lighter, but either is recommended.
The Fuji is a good-looking package with
engine mount, muffler, and ignition module
included. The EIS advances the engine
timing as the rpm increases. This ensures
delayed ignition timing at low rpm for easy
starts and advanced timing at high rpm.
The ignition module runs on 4.8 volts
with a current consumption of 188 mAh, and
it is waterproof. I used a 1000 mAh battery
to power it. I mounted the ignition box, and
battery, wrapped in foam, behind the
firewall in the bottom of the fuselage and
installed the switch harness close by.
Engine installation is fast and easy. The
mounting holes are already marked on the
firewall, ready for drilling. The hardware
package includes turned-aluminum standoffs
with blind nuts and bolts to mount the
engine. If you choose to mount a different
engine, you are on your own at this point.
An engine mount and instructions for
mounting a glow engine are included in
case you want to go that way. The fuel tank
is mounted on the CG, as shown in the
manual.
Mounting the cowl is straightforward if
you follow the manual’s instructions. You
are required to remove the carburetor to slip
the cowl over the engine. I had to make a
cutout in the bottom of the cowl to
accommodate the muffler pipes.
Once the cowl was installed I removed
it and used a pattern of the carburetor
outline, which was printed in the manual,
to mark the cowl. I used a Dremel routing
tool to cut it out; this was the only tricky
part.
You should encounter no trouble if you
follow the manual’s instructions. When
assembling the carburetor be sure to use
thread-locking compound on the bolts so
they will stay put.
This engine’s carburetor hangs out on
the side of the cowl, allowing you to reach
the choke and tweak the needle valves
easily. This is a thoughtful feature.
I installed the canopy with small #2
screws and then hardened the holes with
thin cyanoacrylate. The manual suggested
gluing on the canopy, which I thought was
more difficult and might make it look messy.
Mounting the canopy with screws allows
you to remove it in case you need to replace
it or want to install a pilot later. The pilot
shown in the manual is available from Great
Planes (item GPMA2475). Mine was from
another ARF kit.
I balanced the Giant Super Sportster in the
recommended place—51/4 inches behind the
LE—which put the CG at the 33% point on
the chord width. The manual suggested that
the builder might want to move the CG up to
another inch aft later, but I wouldn’t do it;
39% is too far aft. I stuck with the 51/4-inch
point and didn’t have to add weight to the
nose or tail to achieve this balance.
I fueled up the tank and ran the engine to
get familiar with it and avoid trouble at the
flying field. The Fuji started right off and
needed no needle-valve tweaking. I ran two
tanks of 32:1 fuel/oil mixture and was
satisfied with the engine’s performance,
convincing myself that it would run fine and
give me no trouble.
Flying: When I arrived at the flying field I
fueled up and started the engine. It fired
immediately. I let it warm up a bit and then
taxied the model out to the runway, checking
the ground handling as I went.
It was a beautiful day. Windless,
cloudless, and with warm sun shining on my
back, I could not have asked for better testflight
conditions.
I headed the Giant Super Sportster down
the runway and took off with it at slightly
more than half throttle, climbed for altitude,
and checked the trim on the downwind leg.
Two clicks of down pitch had the airplane
flying hands off. I tried some mild aerobatics,
rolls, loops, inverted flight (which took a
touch of down), spins, and stall turns.
After flying around for 15 minutes I set
up for a landing. The model came in steady
as a rock with a bit of throttle. When it was
over the runway I cut the throttle, rounded
off, and set it in on all three.
I have flown this airplane for two months
and some 60 flights, getting to know it, and
have reached the conclusion that this is one
great airplane. It’s a joy to fly, and if you
choose it as your first Giant Scale airplane
you will be more than pleased with its easy
and gentle flight envelope.
The Giant Super Sportster is, without a
doubt, one of the best airplanes I have
reviewed. It is a deluxe ARF kit built to lasercut
high standards, with excellent hardware,
and is covered and trimmed by skillful
craftsmen.
This model has a good, honest flight
envelope. The recommended Fuji 32 is the
ideal power for it. I was more than pleased
with its starting and running qualities; it
never let me down.
If you are thinking of getting into Giant
Scale, keep the Giant Super Sportster in
mind. It’s big, easy to see in the sky, and
easy to transport. I really like mine; it’s a
keeper! MA
Jerry Smith
[email protected]
Manufacturer/Distributor:
Great Planes Model Manufacturing
Box 9021
Champaign IL 61826
(217) 398-3630
www.greatplanes.com
Products Used in Review:
Fuji engine:
Great Planes Model Distributors
(800) 637-7660
www.fuji-imvac.com
Tools:
Dremel
(800) 437-3635
www.dremel.com
Battery pack:
SR Batteries
(631) 286-0079
www.srbatteries.com
Other Review Sources:
RC Report: November 2006

Any intermediate pilot can enjoy this smooth model. Top: Notice
the large cooling outlet under the cowling for the engine. Right: The
Sportster’s bag of tricks includes flying low and inverted.
THE GREAT PLANES Giant Super Sportster ARF is a look-alike of
the original that was kitted in 1982—only in Giant Scale size. It should
appeal to the first-time sport flier who wants to fly a larger airplane.
This model has a large, constant-chord, fully symmetrical, two-piece
wing; a generous nose and tail moment; and is well proportioned to do
what it does best: fly. This ARF comes complete; it’s a deluxe package.
The Giant Super Sportster arrived in a well-packed,
compartmentalized box to assure safe passage through many
environments from the Far East. Major airframe components were in
plastic slips, hardware packages were individualized, and a 32-page
instruction manual along with a decal sheet were in the box to complete
the kit.
Looking at the package I asked myself how the average modeler
could ever build an airplane, with all this hardware, that looks this
good, for the asking price of the kit. Most don’t build these days and
lack the skills required to even repair a model. Of course you have to
put up with clones on the flightline, but that doesn’t seem to matter to
people these days.
Rather than give you a step-by-step assembly commentary, I will
cover the kit’s important features and some of the things that will
give you an idea of what to expect if you decide to buy the Giant
Super Sportster.
Construction: When building a model this size, your first thought
should be transportation; can you get it to the flying field? Wow! An
82-inch wing!
Great Planes took care of this by assembling the wing halves on an
anodized aluminum tube measuring 13/16 inches in outside diameter x
13. Each wing panel is 41 inches with landing gear attached, cutting
your wing-transportation problem in half.
When mated the two wing panels are held in place on the fuselage
with dowels in the front and two nylon bolts in the back. The ailerons
are driven with a servo on each and a 12-inch servo extension required
to reach the receiver. I used a 14-inch extension to ensure that I had
enough length.
Photos by the author
The fuel-fill and vent lines are in the air
duct. Silicone sealer was applied around
the openings to keep oil and dirt out.
This ARF comes with standard thread hardware and accessories to suit a glow- or gasengine
installation. The covering is True Red, White, and Black MonoKote.
The Fuji BT-32EI engine is mounted on the
supplied standoffs. Bolt holes are prelocated
on the firewall, making mounting easier.
The fuel tank was moved aft and held in place with Velcro and rubber bands. The airplane
balanced with the arrangement shown without having to add ballast weight.
Good, solid 4-40 pushrods and control horns are included. The
spring-loaded tail wheel works great.
The canopy was installed with small #2 screws for easy removal in
case of maintenance needs. The pilot was added for realism.
High-torque servos such as the Futaba
versions shown are required on each
surface. Notice the robust control horn
on the aileron.
Cutting a hole in the cowl for the
carburetor can be tricky; the manual
leads through so anyone can have the
neat result shown.
The clever landing-gear and wheel-pant
mounting system is extremely strong.
There’s plenty of reinforcement inside
the wing too.
Test-Model Details
Pluses and Minuses
Specifications
+
• Good quality and construction
• Excellent hardware pack
• Outstanding flight envelope
• Exceptional cost value -• Covering sags in sun
Engine used: Fuji BT-32EI twostroke
Propeller: APC 18 x 8
Fuel: 32:1 gas/oil mix for one gallon,
42:1 afterward
Radio system: Futaba 9C
transmitter, Futaba PCM receiver,
four Futaba S9001 servos on flight
controls, one Futaba S3004 servo
on throttle, SR Batteries 1400
mAh Ni-Cd pack
Ready-to-fly weight: 13.5 pounds
Flight duration: 15-20 minutes
with throttle management
Type: ARF sport
Pilot skill: Intermediate
to expert
Wingspan: 82 inches
Wing area: 1,293 square inches
Length: 72 inches
Weight: 13.0-14.5 pounds
Wing loading: 23.1-25.7
ounces/square foot
Engine: 1.60-2.0 cu. in. two-stroke,
1.20-2.0 cu. in. four-stroke, 2.0
cu. in. gas
Radio: Four channels (minimum),
five servos
Construction: Primarily balsa and
plywood with fiberglass cowl and
wheel pants
Covering/finish: True Red, White,
Black Top Flite MonoKote
Price: $299.97
The Super Sportster’s Beginning
In 1981 Don Anderson, the founder of Great Planes Model
Manufacturing Company, purchased Bridi Hobby Enterprises from
Joe Bridi and Lou Stanley. The pair had operated together
successfully for many years and had built up a full line of balsa-andfiberglass
kits.
Such designs as the RCM Trainer, the Kaos, and some
fiberglass/foam airplanes have been true classics, if there ever were
any, in our business. Joe and Lou created those models as a team.
After Don moved the equipment and the entire outfit from
Wilmington, California, to Urbana, Illinois, Lou came for a full year
to help Don get the operation back up and running. Lou took with
him an original pencil drawing for a low-wing sport .40-powered
model.
Since Don had worked doing inked technical drawings during
the last two years of high school and all through college, he chose
to prepare the original kit plans himself. Lou provided the basic
aerobatic design while Don made numerous small cosmetic
changes he felt were needed.
The result was named the “Super Sportster.” It was the first new
kit design Great Planes Model Manufacturing produced after the
factory move, and it was shipped in the fall of 1982.
Throughout the years Don produced a Super Sportster design
in .20, .40, .60, and .90 two-stroke glow-engine sizes. There was
even a Sportster .40 biplane.
All those designs were popular, and they helped Don succeed as
a kit manufacturer. He sold Great Planes to Hobbico in 1991, and
since that time he has remained with Hobbico in a productdevelopment
managerial role.
Although the original Super Sportster builder’s kit is no longer in
production, there are several ARF versions besides the Giant
Super Sportster. The Mini Super Sportster ARF (GPMA1156), the
ElectriFly Super Sportster EP (GPMA1160), and the Super
Sportster 40 MKII ARF (GPMA1142) are based on the original
design. MA
—Jerry Smith
The landing-gear struts are stout and have
been beefed up for a heavier load. The strut is
made from two wires, welded, wrapped with
wire, and then plated, each going in opposite
directions, providing a torque arm and
mounted in a block in the wing.
One wire strut is foreshortened to allow
the painted-fiberglass wheel pant to be
mounted with two nylon landing-gear straps.
To keep the pant from rotating on the strut,
the end of the wheel axle is captured in a hole
provided inside the wheel pant. I struggled a
bit with installing the wheel pant, placing the
wheel and hardware on the axle and getting
the wheel centered in the opening.
I was impressed with the tail-wheel
assembly. It is one of the best I have seen in
an ARF kit.
A nylon bushing is mounted in a factorydrilled
hole in the fuselage tail. The tail-wheel
wire strut is mounted in the bushing with a
wheel collar installed and retained by an
aluminum clip with screws to keep it from
coming out.
A thin wire, acting as a spring, is soldered
and wrapped to the tail-wheel strut and
captured in a nylon bushing mounted on the
rudder. The tail-wheel assembly is completely
plated and reminds me of the Sullivan tail
wheel, with a difference in mounting and
spring arrangement.
The servos for the rudder and elevators are
mounted in the tail. I generally hold off
mounting the rudder servo until I see how the
model is going to balance.
Having chosen a heavier gas engine, and
looking at the Giant Super Sportster’s long
nose moment, it was easy to see that I could
mount the rudder servo in the back. Using a
lighter engine would have caused me to
think more about it.
Mounting the servos in the back has the
benefits of shorter linkages and better
accessibility to the servo, but it does require
longer servo extension leads. I used a Y
harness to tie the elevators together, thus
requiring a shorter extension lead of 8 inches
to reach the receiver.
The rudder-servo extension lead is 16
inches long. I installed a length of 1-inchdiameter
light cardboard tubing along the
inside side of the fuselage and pulled the
wires through it to keep them in place.
I installed a Fuji BT-32EI engine, as the
instructions recommended. I chose the
Electronic Ignition System (EIS) version
over the magneto-flywheel version because
it was lighter, but either is recommended.
The Fuji is a good-looking package with
engine mount, muffler, and ignition module
included. The EIS advances the engine
timing as the rpm increases. This ensures
delayed ignition timing at low rpm for easy
starts and advanced timing at high rpm.
The ignition module runs on 4.8 volts
with a current consumption of 188 mAh, and
it is waterproof. I used a 1000 mAh battery
to power it. I mounted the ignition box, and
battery, wrapped in foam, behind the
firewall in the bottom of the fuselage and
installed the switch harness close by.
Engine installation is fast and easy. The
mounting holes are already marked on the
firewall, ready for drilling. The hardware
package includes turned-aluminum standoffs
with blind nuts and bolts to mount the
engine. If you choose to mount a different
engine, you are on your own at this point.
An engine mount and instructions for
mounting a glow engine are included in
case you want to go that way. The fuel tank
is mounted on the CG, as shown in the
manual.
Mounting the cowl is straightforward if
you follow the manual’s instructions. You
are required to remove the carburetor to slip
the cowl over the engine. I had to make a
cutout in the bottom of the cowl to
accommodate the muffler pipes.
Once the cowl was installed I removed
it and used a pattern of the carburetor
outline, which was printed in the manual,
to mark the cowl. I used a Dremel routing
tool to cut it out; this was the only tricky
part.
You should encounter no trouble if you
follow the manual’s instructions. When
assembling the carburetor be sure to use
thread-locking compound on the bolts so
they will stay put.
This engine’s carburetor hangs out on
the side of the cowl, allowing you to reach
the choke and tweak the needle valves
easily. This is a thoughtful feature.
I installed the canopy with small #2
screws and then hardened the holes with
thin cyanoacrylate. The manual suggested
gluing on the canopy, which I thought was
more difficult and might make it look messy.
Mounting the canopy with screws allows
you to remove it in case you need to replace
it or want to install a pilot later. The pilot
shown in the manual is available from Great
Planes (item GPMA2475). Mine was from
another ARF kit.
I balanced the Giant Super Sportster in the
recommended place—51/4 inches behind the
LE—which put the CG at the 33% point on
the chord width. The manual suggested that
the builder might want to move the CG up to
another inch aft later, but I wouldn’t do it;
39% is too far aft. I stuck with the 51/4-inch
point and didn’t have to add weight to the
nose or tail to achieve this balance.
I fueled up the tank and ran the engine to
get familiar with it and avoid trouble at the
flying field. The Fuji started right off and
needed no needle-valve tweaking. I ran two
tanks of 32:1 fuel/oil mixture and was
satisfied with the engine’s performance,
convincing myself that it would run fine and
give me no trouble.
Flying: When I arrived at the flying field I
fueled up and started the engine. It fired
immediately. I let it warm up a bit and then
taxied the model out to the runway, checking
the ground handling as I went.
It was a beautiful day. Windless,
cloudless, and with warm sun shining on my
back, I could not have asked for better testflight
conditions.
I headed the Giant Super Sportster down
the runway and took off with it at slightly
more than half throttle, climbed for altitude,
and checked the trim on the downwind leg.
Two clicks of down pitch had the airplane
flying hands off. I tried some mild aerobatics,
rolls, loops, inverted flight (which took a
touch of down), spins, and stall turns.
After flying around for 15 minutes I set
up for a landing. The model came in steady
as a rock with a bit of throttle. When it was
over the runway I cut the throttle, rounded
off, and set it in on all three.
I have flown this airplane for two months
and some 60 flights, getting to know it, and
have reached the conclusion that this is one
great airplane. It’s a joy to fly, and if you
choose it as your first Giant Scale airplane
you will be more than pleased with its easy
and gentle flight envelope.
The Giant Super Sportster is, without a
doubt, one of the best airplanes I have
reviewed. It is a deluxe ARF kit built to lasercut
high standards, with excellent hardware,
and is covered and trimmed by skillful
craftsmen.
This model has a good, honest flight
envelope. The recommended Fuji 32 is the
ideal power for it. I was more than pleased
with its starting and running qualities; it
never let me down.
If you are thinking of getting into Giant
Scale, keep the Giant Super Sportster in
mind. It’s big, easy to see in the sky, and
easy to transport. I really like mine; it’s a
keeper! MA
Jerry Smith
[email protected]
Manufacturer/Distributor:
Great Planes Model Manufacturing
Box 9021
Champaign IL 61826
(217) 398-3630
www.greatplanes.com
Products Used in Review:
Fuji engine:
Great Planes Model Distributors
(800) 637-7660
www.fuji-imvac.com
Tools:
Dremel
(800) 437-3635
www.dremel.com
Battery pack:
SR Batteries
(631) 286-0079
www.srbatteries.com
Other Review Sources:
RC Report: November 2006