108 MODEL AVIATION
WILL JAMES of HeliFreak.com
approached me last year and asked if I was
interested in reviewing a new helicopter from
Gohbee Aviation (www.gohbee.com). I am
always interested in anything new for our
hobby, so the answer was “Yes.”
Within a few days, a box containing the
Stinger 30 arrived on my doorstep from
Gohbee Aviation. This model is best
described as a combination of the Raptor
helicopter with the Caliber head. It was an
enjoyable aircraft, and you can read the full
review at www.helifreak.com.
At the same time I had the pleasure of
receiving a new O.S. .37 engine, which is
available from www.osengines.com, to test
on the Stinger, along with a Muscle Pipe II,
which you can find at www.curtisyoung
blood.com. If you are looking to put new
life in your 30-size machines, the O.S. .37
is the ticket. It was extremely user-friendly
and smooth running, with nearly 50-size
performance.
During the Stinger testing, I tried a
variety of standard 30-size mufflers with
mostly unimpressive results; they wouldn’t
let the .37 breathe. The Muscle Pipe II
brought this engine to life. Curtis
Ray Stacy, 15 W. Main St., Webster NY 14580; E-mail: [email protected]
RADIO CONTROL HELICOPTERS
The Stinger 50 from Gohbee Aviation comes as an ARF and requires minor assembly,
but, as with all ARFs, check the screws for the proper tightness.
The Hyper .50 has larger cooling fins. They work well but make for a snug fit.
The O.S. Hyper .50 is a strong engine that
simply likes to run.
Make sure to check the runout at various
spots on your clutch. I was easily able to
get mine at less than .002 TIR.
Youngblood has done a nice job with the
design of this pipe. It does well in aiding
the engine to make power while acting
somewhat as a governor to help control
rpm.
At our local helicopter fun-fly last
August, I had the pleasure of meeting
David Ellison of Gohbee Aviation. He
drove up from South Carolina to participate
in our event and drop off the Stinger 50 for
review. At that time it was the only one in the
country.
The Stinger 50 is more than a scaled-up
version of the Stinger 30. It is available in
several different configurations. The company
offers a canopy option, and you can get a
plastic canopy with a see-through windshield
or the nicely finished fiberglass canopy. The
Stinger 50 is also currently offered with or
without MAH 600mm carbon-fiber blades.
But what really sets the Stinger 50 apart
from the Raptor line of helicopters is the head.
It comes with a beautiful all-metal head and
aluminum pitch arm. Wayne Mann had said
that the Stinger head is much like the
Caliber’s; I’m not familiar with the Caliber, so
I will have to take his word for it.
I do know that I like the Stinger line’s
flying characteristics. The machine has a nice,
solid feel in a hover, and at the same time it is
extraordinarily responsive during aerobatics.
In fast-forward flight, the helicopter tracks
beautifully with no tendencies to balloon.
After hearing all the hype about the O.S.
Hyper .50 engine from my buddy “Jim the
Wasp,” I decided to buy one and try it in the
Stinger 50.
The Stinger 50 comes as an ARF with
only minor assembly required. It is a good
idea to take the time to make sure all
appropriate screws are tight and have thread
locker on them. In both Stingers, they were
assembled correctly with thread locker in all
the appropriate places.Cutting the canopy is Ray’s least-favorite part. He tried a hot
knife, which worked, but prefers an X-Acto blade with the tip
broken off to prevent walking.
The finished Stinger 50 shown ready for testing. The four-point
canopy-mounting system makes for a solid canopy.
The Hyper .50 was a snug fit because of
the larger cooling fins, but it will fit without
modification. Mine came with a standard-type
muffler, which I installed for initial testing.
The Stinger uses a clutch with the start shaft
pressed in. Take the time to dial indicate the
clutch. Initially I had .006 runout, but by
rotating the clutch 180°, I was quickly able to
bring it in to less than .002 TIR (Total
Indicated Runout).
I only had the chance to put a few flights
on the Stinger 50 before the winter really set
in, but all indications are that it is going to
work well. On the first flight I hovered it
around as I was dialing it in. The biggest
problem was stopping the engine from
overspeeding.
I haven’t looked at performance numbers,
but this engine wants to run! I had to keep
tweaking curves and playing with the mixture
to try to hold it back. A governor would work
well, but I want to get as close as I can before
I do that.
I purchased the new CSM RL10 RevLock
Governor System from Len Sabato and RC
Helis Plus at www.rchelisplus.com and the
new Throttle Jockey RevMax limiter from
Paul Beard and Model Avionics at
www.modelavionics.com. One of the two
may soon find its way into the Stinger.
During the second flight I actually tried to
break the Stinger. I took it up and started
stick-banging the tar out of it. If a boom strike
or mechanical failure was in the helicopter’s
future, this would have been the perfect time
for it. If there were any weaknesses in the
design, I wanted to know about it.
That was not to be the case. As does the
Stinger 30, the 50 goes where you point it and
hangs in there until you tell it to stop. There
was no bogging this engine down. I finally
managed to break a head link when I botched
an autorotation and decided to stop the blades
by sticking them in the ground. The only
damage was a plastic blade link.
It is important to note that the Gohbee’s
balls are slightly larger than the standard balls.
This means that swapping links from another
machine is a bad idea. When I last spoke with
Gohbee, I was told that the company was
going to change to the standard 2mm ball.
I am looking forward to a few mild days
here in upstate New York so I can put more
time on the model.
While building and testing both Stingers, I
learned that David Ellison is excited about the
product and eager to get feedback. He is
constantly looking to change and improve.
Stay tuned as I get more time on the Stinger
50.
JR 9303: I have been using the new JR
XP9303 RC system since it came out. It
replaced two 8103s, and my 10X hasn’t been
getting much use. I especially like the new
thumbwheel programming, 30-model
memory, and full Cyclic Collective Pitch
Mixing (CCPM) support.
I recently received a note stating that the
9303 has a programming glitch in the 140°
CCPM setup. There is a workaround to use
until a software fix is available from Horizon
Hobby.
The problem lies in the fore/aft cyclic
control. The programming does not allow the
aileron servo to travel as far as the elevator
servo, which would cause the helicopter to
veer left or right when fore/aft cyclic input is
given. This is easy to fix.
1) Go to “PROG. Mix4”
2) Activate “ELEV-AILE” mix
3) Set both Pos-0 values to –45%. (This
value may need to be adjusted to allow even
throw.) Make sure to keep the upper and
lower values set equally.
This will allow the fore and aft cyclic
controls to throw evenly without upsetting any
other CCPM controls. My values ended up
being roughly 30%. Yours will vary and must
be adjusted until the throws are even. MA
Edition: Model Aviation - 2005/03
Page Numbers: 108,109,110
Edition: Model Aviation - 2005/03
Page Numbers: 108,109,110
108 MODEL AVIATION
WILL JAMES of HeliFreak.com
approached me last year and asked if I was
interested in reviewing a new helicopter from
Gohbee Aviation (www.gohbee.com). I am
always interested in anything new for our
hobby, so the answer was “Yes.”
Within a few days, a box containing the
Stinger 30 arrived on my doorstep from
Gohbee Aviation. This model is best
described as a combination of the Raptor
helicopter with the Caliber head. It was an
enjoyable aircraft, and you can read the full
review at www.helifreak.com.
At the same time I had the pleasure of
receiving a new O.S. .37 engine, which is
available from www.osengines.com, to test
on the Stinger, along with a Muscle Pipe II,
which you can find at www.curtisyoung
blood.com. If you are looking to put new
life in your 30-size machines, the O.S. .37
is the ticket. It was extremely user-friendly
and smooth running, with nearly 50-size
performance.
During the Stinger testing, I tried a
variety of standard 30-size mufflers with
mostly unimpressive results; they wouldn’t
let the .37 breathe. The Muscle Pipe II
brought this engine to life. Curtis
Ray Stacy, 15 W. Main St., Webster NY 14580; E-mail: [email protected]
RADIO CONTROL HELICOPTERS
The Stinger 50 from Gohbee Aviation comes as an ARF and requires minor assembly,
but, as with all ARFs, check the screws for the proper tightness.
The Hyper .50 has larger cooling fins. They work well but make for a snug fit.
The O.S. Hyper .50 is a strong engine that
simply likes to run.
Make sure to check the runout at various
spots on your clutch. I was easily able to
get mine at less than .002 TIR.
Youngblood has done a nice job with the
design of this pipe. It does well in aiding
the engine to make power while acting
somewhat as a governor to help control
rpm.
At our local helicopter fun-fly last
August, I had the pleasure of meeting
David Ellison of Gohbee Aviation. He
drove up from South Carolina to participate
in our event and drop off the Stinger 50 for
review. At that time it was the only one in the
country.
The Stinger 50 is more than a scaled-up
version of the Stinger 30. It is available in
several different configurations. The company
offers a canopy option, and you can get a
plastic canopy with a see-through windshield
or the nicely finished fiberglass canopy. The
Stinger 50 is also currently offered with or
without MAH 600mm carbon-fiber blades.
But what really sets the Stinger 50 apart
from the Raptor line of helicopters is the head.
It comes with a beautiful all-metal head and
aluminum pitch arm. Wayne Mann had said
that the Stinger head is much like the
Caliber’s; I’m not familiar with the Caliber, so
I will have to take his word for it.
I do know that I like the Stinger line’s
flying characteristics. The machine has a nice,
solid feel in a hover, and at the same time it is
extraordinarily responsive during aerobatics.
In fast-forward flight, the helicopter tracks
beautifully with no tendencies to balloon.
After hearing all the hype about the O.S.
Hyper .50 engine from my buddy “Jim the
Wasp,” I decided to buy one and try it in the
Stinger 50.
The Stinger 50 comes as an ARF with
only minor assembly required. It is a good
idea to take the time to make sure all
appropriate screws are tight and have thread
locker on them. In both Stingers, they were
assembled correctly with thread locker in all
the appropriate places.Cutting the canopy is Ray’s least-favorite part. He tried a hot
knife, which worked, but prefers an X-Acto blade with the tip
broken off to prevent walking.
The finished Stinger 50 shown ready for testing. The four-point
canopy-mounting system makes for a solid canopy.
The Hyper .50 was a snug fit because of
the larger cooling fins, but it will fit without
modification. Mine came with a standard-type
muffler, which I installed for initial testing.
The Stinger uses a clutch with the start shaft
pressed in. Take the time to dial indicate the
clutch. Initially I had .006 runout, but by
rotating the clutch 180°, I was quickly able to
bring it in to less than .002 TIR (Total
Indicated Runout).
I only had the chance to put a few flights
on the Stinger 50 before the winter really set
in, but all indications are that it is going to
work well. On the first flight I hovered it
around as I was dialing it in. The biggest
problem was stopping the engine from
overspeeding.
I haven’t looked at performance numbers,
but this engine wants to run! I had to keep
tweaking curves and playing with the mixture
to try to hold it back. A governor would work
well, but I want to get as close as I can before
I do that.
I purchased the new CSM RL10 RevLock
Governor System from Len Sabato and RC
Helis Plus at www.rchelisplus.com and the
new Throttle Jockey RevMax limiter from
Paul Beard and Model Avionics at
www.modelavionics.com. One of the two
may soon find its way into the Stinger.
During the second flight I actually tried to
break the Stinger. I took it up and started
stick-banging the tar out of it. If a boom strike
or mechanical failure was in the helicopter’s
future, this would have been the perfect time
for it. If there were any weaknesses in the
design, I wanted to know about it.
That was not to be the case. As does the
Stinger 30, the 50 goes where you point it and
hangs in there until you tell it to stop. There
was no bogging this engine down. I finally
managed to break a head link when I botched
an autorotation and decided to stop the blades
by sticking them in the ground. The only
damage was a plastic blade link.
It is important to note that the Gohbee’s
balls are slightly larger than the standard balls.
This means that swapping links from another
machine is a bad idea. When I last spoke with
Gohbee, I was told that the company was
going to change to the standard 2mm ball.
I am looking forward to a few mild days
here in upstate New York so I can put more
time on the model.
While building and testing both Stingers, I
learned that David Ellison is excited about the
product and eager to get feedback. He is
constantly looking to change and improve.
Stay tuned as I get more time on the Stinger
50.
JR 9303: I have been using the new JR
XP9303 RC system since it came out. It
replaced two 8103s, and my 10X hasn’t been
getting much use. I especially like the new
thumbwheel programming, 30-model
memory, and full Cyclic Collective Pitch
Mixing (CCPM) support.
I recently received a note stating that the
9303 has a programming glitch in the 140°
CCPM setup. There is a workaround to use
until a software fix is available from Horizon
Hobby.
The problem lies in the fore/aft cyclic
control. The programming does not allow the
aileron servo to travel as far as the elevator
servo, which would cause the helicopter to
veer left or right when fore/aft cyclic input is
given. This is easy to fix.
1) Go to “PROG. Mix4”
2) Activate “ELEV-AILE” mix
3) Set both Pos-0 values to –45%. (This
value may need to be adjusted to allow even
throw.) Make sure to keep the upper and
lower values set equally.
This will allow the fore and aft cyclic
controls to throw evenly without upsetting any
other CCPM controls. My values ended up
being roughly 30%. Yours will vary and must
be adjusted until the throws are even. MA
Edition: Model Aviation - 2005/03
Page Numbers: 108,109,110
108 MODEL AVIATION
WILL JAMES of HeliFreak.com
approached me last year and asked if I was
interested in reviewing a new helicopter from
Gohbee Aviation (www.gohbee.com). I am
always interested in anything new for our
hobby, so the answer was “Yes.”
Within a few days, a box containing the
Stinger 30 arrived on my doorstep from
Gohbee Aviation. This model is best
described as a combination of the Raptor
helicopter with the Caliber head. It was an
enjoyable aircraft, and you can read the full
review at www.helifreak.com.
At the same time I had the pleasure of
receiving a new O.S. .37 engine, which is
available from www.osengines.com, to test
on the Stinger, along with a Muscle Pipe II,
which you can find at www.curtisyoung
blood.com. If you are looking to put new
life in your 30-size machines, the O.S. .37
is the ticket. It was extremely user-friendly
and smooth running, with nearly 50-size
performance.
During the Stinger testing, I tried a
variety of standard 30-size mufflers with
mostly unimpressive results; they wouldn’t
let the .37 breathe. The Muscle Pipe II
brought this engine to life. Curtis
Ray Stacy, 15 W. Main St., Webster NY 14580; E-mail: [email protected]
RADIO CONTROL HELICOPTERS
The Stinger 50 from Gohbee Aviation comes as an ARF and requires minor assembly,
but, as with all ARFs, check the screws for the proper tightness.
The Hyper .50 has larger cooling fins. They work well but make for a snug fit.
The O.S. Hyper .50 is a strong engine that
simply likes to run.
Make sure to check the runout at various
spots on your clutch. I was easily able to
get mine at less than .002 TIR.
Youngblood has done a nice job with the
design of this pipe. It does well in aiding
the engine to make power while acting
somewhat as a governor to help control
rpm.
At our local helicopter fun-fly last
August, I had the pleasure of meeting
David Ellison of Gohbee Aviation. He
drove up from South Carolina to participate
in our event and drop off the Stinger 50 for
review. At that time it was the only one in the
country.
The Stinger 50 is more than a scaled-up
version of the Stinger 30. It is available in
several different configurations. The company
offers a canopy option, and you can get a
plastic canopy with a see-through windshield
or the nicely finished fiberglass canopy. The
Stinger 50 is also currently offered with or
without MAH 600mm carbon-fiber blades.
But what really sets the Stinger 50 apart
from the Raptor line of helicopters is the head.
It comes with a beautiful all-metal head and
aluminum pitch arm. Wayne Mann had said
that the Stinger head is much like the
Caliber’s; I’m not familiar with the Caliber, so
I will have to take his word for it.
I do know that I like the Stinger line’s
flying characteristics. The machine has a nice,
solid feel in a hover, and at the same time it is
extraordinarily responsive during aerobatics.
In fast-forward flight, the helicopter tracks
beautifully with no tendencies to balloon.
After hearing all the hype about the O.S.
Hyper .50 engine from my buddy “Jim the
Wasp,” I decided to buy one and try it in the
Stinger 50.
The Stinger 50 comes as an ARF with
only minor assembly required. It is a good
idea to take the time to make sure all
appropriate screws are tight and have thread
locker on them. In both Stingers, they were
assembled correctly with thread locker in all
the appropriate places.Cutting the canopy is Ray’s least-favorite part. He tried a hot
knife, which worked, but prefers an X-Acto blade with the tip
broken off to prevent walking.
The finished Stinger 50 shown ready for testing. The four-point
canopy-mounting system makes for a solid canopy.
The Hyper .50 was a snug fit because of
the larger cooling fins, but it will fit without
modification. Mine came with a standard-type
muffler, which I installed for initial testing.
The Stinger uses a clutch with the start shaft
pressed in. Take the time to dial indicate the
clutch. Initially I had .006 runout, but by
rotating the clutch 180°, I was quickly able to
bring it in to less than .002 TIR (Total
Indicated Runout).
I only had the chance to put a few flights
on the Stinger 50 before the winter really set
in, but all indications are that it is going to
work well. On the first flight I hovered it
around as I was dialing it in. The biggest
problem was stopping the engine from
overspeeding.
I haven’t looked at performance numbers,
but this engine wants to run! I had to keep
tweaking curves and playing with the mixture
to try to hold it back. A governor would work
well, but I want to get as close as I can before
I do that.
I purchased the new CSM RL10 RevLock
Governor System from Len Sabato and RC
Helis Plus at www.rchelisplus.com and the
new Throttle Jockey RevMax limiter from
Paul Beard and Model Avionics at
www.modelavionics.com. One of the two
may soon find its way into the Stinger.
During the second flight I actually tried to
break the Stinger. I took it up and started
stick-banging the tar out of it. If a boom strike
or mechanical failure was in the helicopter’s
future, this would have been the perfect time
for it. If there were any weaknesses in the
design, I wanted to know about it.
That was not to be the case. As does the
Stinger 30, the 50 goes where you point it and
hangs in there until you tell it to stop. There
was no bogging this engine down. I finally
managed to break a head link when I botched
an autorotation and decided to stop the blades
by sticking them in the ground. The only
damage was a plastic blade link.
It is important to note that the Gohbee’s
balls are slightly larger than the standard balls.
This means that swapping links from another
machine is a bad idea. When I last spoke with
Gohbee, I was told that the company was
going to change to the standard 2mm ball.
I am looking forward to a few mild days
here in upstate New York so I can put more
time on the model.
While building and testing both Stingers, I
learned that David Ellison is excited about the
product and eager to get feedback. He is
constantly looking to change and improve.
Stay tuned as I get more time on the Stinger
50.
JR 9303: I have been using the new JR
XP9303 RC system since it came out. It
replaced two 8103s, and my 10X hasn’t been
getting much use. I especially like the new
thumbwheel programming, 30-model
memory, and full Cyclic Collective Pitch
Mixing (CCPM) support.
I recently received a note stating that the
9303 has a programming glitch in the 140°
CCPM setup. There is a workaround to use
until a software fix is available from Horizon
Hobby.
The problem lies in the fore/aft cyclic
control. The programming does not allow the
aileron servo to travel as far as the elevator
servo, which would cause the helicopter to
veer left or right when fore/aft cyclic input is
given. This is easy to fix.
1) Go to “PROG. Mix4”
2) Activate “ELEV-AILE” mix
3) Set both Pos-0 values to –45%. (This
value may need to be adjusted to allow even
throw.) Make sure to keep the upper and
lower values set equally.
This will allow the fore and aft cyclic
controls to throw evenly without upsetting any
other CCPM controls. My values ended up
being roughly 30%. Yours will vary and must
be adjusted until the throws are even. MA