RADIO CONTROL PYLON RACING - 2003/03

132 MODEL AVIATION
ASSEMBLING THE PREDATOR: I would write “building the
Predator,” but building is not really necessary with this Almost Readyto-
Fly (ARF) Quickie 500 (Q-500) racer from LanierRC. It comes
already built and covered, so all that remains are a few steps of final
assembly.
This column will not be a “product review” in the usual sense. My
goal in featuring the Predator here is to emphasize several points that
have always been true about entry-level Radio Control (RC) Pylon
Racing but that outsiders somehow find difficult to accept.
1) A good racing model does not have to be expensive.
2) A good racing model does not have to be high-tech.
3) A good racing model does not have to go outrageously fast.
4) You can have a sweet-flying, low-maintenance, everyday sport
model that also qualifies for racing competition in case you get the itch
to compete later. There is no need to choose between “jumping in with
both feet” and not getting involved with racing-type aircraft at all.
Regarding point 1, the Predator sells for approximately $130.
That’s right in the ballpark with other ARF sport airplanes of this size.
An accompanying photo shows the components as they came out of
the box—with the exception of my custom Magic Marker paint
scheme on the wing. I suppose that voids the warranty, but you can tell
what I have in mind for this model.
The market niche for an aircraft of this type has existed for
sometime, but it went unfilled until recently. Ready-to-Fly RC Pylon
models up until now have been geared toward the high end of the
competition spectrum, consisting of all-molded, mirror-finished
fiberglass and carbon-fiber aircraft with price tags ranging between
$300 and $450. It’s hard to justify that sort of expense to a newcomer.
It’s also hard to persuade newcomers that they could build
something just as good, for a fraction of the cost, using plain, old balsa
and foam—especially considering how many of today’s pilots learned
to fly using an ARF trainer and have never even glued two sticks
together.
This brings us to point 2: “A good racing model does not have to be
high-tech.” The Predator uses conventional materials. It’s easily
reparable. The wing has a decent airfoil, and the fuselage is straight
and light. These factors together account for 90% of a successful
racing design.
As more Predators and similar aircraft make their way into the
winner’s circle (which they are already doing), perhaps more
newcomers will be encouraged to give racing a try.
Point 3: “A good racing model does not have to go outrageously
fast.” The Predator is intended for entry-level racing in the Sport
Quickie event (AMA Event 424), using a mild .40 such as the O.S.
Max .40 FP or the Thunder Tiger Pro .40.
Some local clubs even specify smaller engines, such as .25s. This
makes perfect sense. With a wing loading in the sailplane category, a
.25-powered Sport Quickie model will groove along nicely at 50-60
mph while you get the feel of flying on the racecourse with other
aircraft around you. And of course the thrill of a photo finish is still
there.
The question of airspeed brings to mind the story of the two
campers who were awakened by the sound of a bear sniffing around
outside their tent. One glanced around fearfully as the other calmly
slipped on his sneakers and began lacing them up.
“What are you doing?” demanded the first camper. “You know you
can’t outrun a bear!”
“I don’t have to,” replied the second camper. “I just have to
outrun you.”
Duane Gall, 1267 S. Beeler Ct., Denver CO 80231; E-mail: [email protected]
RADIO CONTROL PYLON RACING
These are components of the LanierRC Predator, only slightly
marred by the author’s “custom” graphics.
Recommended firewall reinforcement for Thunder Tiger Pro .40
with backplate mount. See the text for details.
Brian Blanchard, who is 11, did great at his first race. His
dad/caller Marcus Blanchard holds the trophy. Dan Kane photo.
03sig5.QXD 12.20.02 10:51 am Page 132
So if you plan to compete, check your
local rules to determine what engines are
allowed. More and more clubs are posting
their rules on the Internet. As an example,
check out the nice site maintained by Carl
Dvorak which covers races in northern
Illinois and southern Wisconsin at
www.q500424.com/. I especially recommend
the link to “Pictures.” The smiling faces and
pretty airplanes are what it’s all about.
And last, point 4: “You can have a sweetflying
sport model … ” The Predator has all
the makings of such a model. Whether or not
you decide to use the Predator as your
starting point, I will conclude this month with
a short list of “dos” and “don’ts” for
assembling your first Q-500 model.
1) Do reinforce the front end to prevent
the firewall from working loose or breaking
off in a hard landing. This is the number-one
weak point of all Quickies.
On the Predator, you can epoxy a 21⁄4-inch
square piece of 1⁄8 aircraft plywood onto the
front of the existing firewall, round the
corners, and wrap 4-ounce fiberglass cloth
and epoxy around it. Cut the fiberglass cloth
on the bias (with fibers aligned at 45° from
vertical/horizontal) so it will go around the
corner without fighting you.
Be sure to trim away some of the plastic
covering on each side so the fiberglass cloth
and epoxy will adhere firmly to the balsa
sides. If you do this neatly in a triangular
shape (see photo), you can later claim, à la
Pee-Wee Herman, “I meant to do that.”
2) Don’t think you have to use a fancy
radio with V-tail mixing to fly a V-tail model
such as the Predator. A simpler setup, equally
good for racing, is to rig both “V” flippers to
a single elevator servo using a split pushrod.
Then turn the last inch or two of the fuselage
into a steerable minirudder with a tail wheel
or tail skid, and drive that with your rudder
servo. All you need for racing is a little right
trim on takeoff, and that much area is
enough.
3) Do range-test your radio before flying,
especially if you’ve done something fancy
with the receiver antenna to keep your caller
from stepping on it when he/she pushes the
airplane on takeoff. One good way to solve
this problem without causing others is to
route the antenna down the fuselage to the
leading edge of the starboard (right-hand)
“V” surface, then carefully tape it along the
leading edge out to the tip using 3M clear
vinyl tape. Any remaining antenna wire can
safely dangle from there.
4) Don’t put a Nelson or Jett .40 on the
Predator, or any other engine that generates
more than roughly two horsepower. The
Predator wing doesn’t have a full-depth spar
like the pricey thoroughbreds that are sold for
expert Q-500 (AMA Event 428) with engines
approaching three horsepower. Just as you
wouldn’t put a Camaro engine in a Honda
Civic, you shouldn’t overstress this peppy
little sport model. But within its class it will
serve you well.
5) Do double-check the tail incidence
before flying. Alignment is the biggest
problem with V-tail models—even those like
the Predator that come with the fuselage sides
precut. Visualize the tail as though it were
flattened out into a conventional horizontal
stabilizer, and make sure that in that
condition it would be at 0° relative to the
wing.
To measure the incidence accurately,
remove the landing gear and bolt the wing to
the fuselage. Set the airplane on a flat
workbench, and block up the nose or tail as
necessary until the leading edge and trailing
edge of the wing are the same height off the
bench.
Measure the height of the leading edge
and trailing edge of the tail surfaces, making
sure that your points of measurement, when
viewed from directly above, are exactly the
same distance away from the centerline of the
fuselage.
Don’t make the common mistake of
measuring the front and back of the tail
cutout in the fuselage sides. The fuselage is
tapered! It’s wider at the front of the tail than
the back! Therefore, if the front and back of
the cutout are the same height above your
workbench, the tail has a ton of negative
incidence (up-elevator) built into it, and
you’ll need full down-elevator to fly straight
and level.
That’s all for this month. Be of good cheer;
spring is on the way! MA