RC AEROBATICS
Eric Henderson, <REDACTED>
SO FAR in this column, I have been writing about the less expensive ways to get into Precision Aerobatics. But what if you have a nice, fat tax rebate or the means to buy the best that is available?
What is expensive in terms of Precision Aerobatics? What is the best you can buy?
There are many designers and/or builders from whom you can obtain a first-class airplane.
Three slightly different flavors of custom builders are represented this month. I know them very well, and they were gracious enough (easily conned into it) to put down some words for this column.
George Asteris — designer/builder
"Over the past several years, I have been asked why I choose to design and build my own airplane, the Omen. In the early days of my flying Pattern competitively, I flew airplanes that really didn't give me a sense that I was flying the maneuvers without fighting the airplane. I wasn't happy with the flying performance of any of these airplanes.
"Although I didn't feel that the airplanes weren't designed well, I attributed the performance to a larger problem which I determined to be the inaccurate building of most of the kits that were available.
"One airplane that brings back memories had such a severe pitch problem in knife-edge flight that it would pitch negative with left rudder and positive with right rudder. The condition was severe to the point where you could do horizontal knife-edge circles just by holding rudder. The airplane was not competitive because of this condition.
"Believe me, I tried all the tricks I knew how to alleviate the problem, but was never able to correct it. I then called the designer of the airplane to get some help. Although he did tell me some things to try, he didn't have an answer to the problem. This was the first time he had heard about it. He noted that his airplane flew well. I did try what he suggested, but it didn't correct the condition.
"This frustrating experience brought me to realize that if I wanted a perfect-flying airplane, I would have to try and design and build it."
One other major reason that drove me to design my own airplane was the pure challenge and pleasure of having my own design, as I'm sure your readers would understand.
"My goal was to design and build an airplane that flew like a Pattern airplane needs to fly—no roll coupling with rudder, no pitch in knife-edge, and go up and down vertically without going negative or positive. In other words, the airplane allows the pilot to fly the maneuvers without fighting the airplane.
"When designing a Pattern airplane, you can't deviate very far from the basic known force arrangements—placement of the wing, stab, engine thrustline, etc. As a starting point, I drew a profile of a fuselage shape that I found aesthetically pleasing. I then needed to coordinate all measurements, such as side areas of the fuselages, for what I felt would be best knife-edge performance.
"The length of nose and tail, wing area, aspect ratio of the wing, airfoil and its percentages, wing and stab placement, vertical fin and rudder sizing and locations, moment arms, c.g. ranges, control surface sizing and hinge moments—all had to be considered and balanced to produce the handling I wanted."
If you encounter a design problem, you need to determine the cause and then make the changes to correct the problem. For me, it was a trial-and-error process. Research and development became my middle name! And still is!
"I'm constantly changing things or tweaking my design to make it better, in my mind. Each of the Omen airplanes I built have had some differences. I'm always striving to improve on my previous design.
"I really feel that I have been successful with my design. The proof is in my total enjoyment of my airplane. I also get personal satisfaction from being able to fly my own design.
"If anyone was interested in accomplishing their own design, I would truly and wholeheartedly recommend they pursue their desire."
Brian Hebert — designer teamed with a builder
"I've been asked many times, 'How did you start designing airplanes?'
Being born and raised in Houma, LA, there was no Pattern activity and I mostly flew sport airplanes. But in 1989, I had the good fortune to move to Baton Rouge, and fly at the Dixie R/C field, which at that time was a hotbed for Pattern, with guys like Paul Verger and Nat Penton.
"Ideas and theories were tried and discussed to no limit. Nat shared a lot of his knowledge, and this led to much trial and error and many iterations of design. I learned that nothing is too little to perfect, and have tested setups relentlessly with the purpose of improving performance.
"There have been nine designs in the last 12 years, from .60 two-stroke engines to the current breed of high-performance engines. These airplanes were 'kitted' in both fiberglass and wood, and plans and parts were produced for most of them for the scratch builders who wanted to build these designs.
"Having the opportunity to compete and learn with some of the best in the business, I have striven to create the most beautiful and the most functional designs possible.
"What sets my airplanes apart, I think, is a new boldhearted approach for beauty and functionality. These stand alone against the cookie-cutter look-a-likes that Pattern airplanes are known for.
"My goal now as an FAI (Fédération Aéronautique Internationale) pilot is to create the most up-to-date design that runs parallel with and looks ahead to the schedules in FAI world-class competition. These designs are aimed at the discriminating pilot who can appreciate true craftsmanship and perfection.
"Being somewhat of an artist, one of my top priorities in designing an airplane is to be on the cutting edge of looks, and it must have distinctive lines that lend it to the task. In all my designs, I strive for and achieve no mix, so the pilot is not demanded to do the work of the airplane at any time, and you work as a team to complete your goal.
"Harold Collins at Executive Airframes came on board three years ago, to propel the designs and build my designs exclusively; his craftsmanship can be summed up in the comparison between a Stradivarius violin and a Lark student model violin. Each airplane is handcrafted like a fine instrument, fixture-built, and shaped to perfection. They are given a production number before they leave the shop.
"Most of my designs are reproduced in wood, as they are extremely flexible, so if I think a design change is needed, we will include it in the production of the models being built at the time.
"Although I have had a few fiberglass kits, unfortunately, once in production they cannot be changed. Wood gives us the option and flexibility to make running improvements as we see fit.
"One of my newest designs is called the Patriot 3. It has all counterbalanced surfaces for extreme maneuverability. This airplane was conceived to be a cross between an F3A machine and a Freestyle-capable design like what's required for major international meets. It was designed with input from Jason Shulman, since it was possible he would be invited to this prestigious event.
"The Patriot 3-D is fully capable of the entire extreme maneuvers, yet will fly the current FAI schedule as well. I will be campaigning with this design again this season, and will unveil a new design called the Quest R-2.
"This airplane is designed for the new O.S. 1.4 two-stroke engines, which are becoming popular, and was another collaboration between Jason and myself for the requirements of the new schedules and to represent the US at the Pattern World Championship in Ireland this year.
"Jason made the US team again this year, and was part of the winning world team, flying a Patriot in the 1998 Championships. He is well aware of the demands at this level, and has once again chosen this great design as part of his effort to capture the gold for the second time in 2001. It will be offered in an all-fiberglass kit in the fall of 2002.
"You can see pictures of this design and many of my others by logging onto our Website at www.executiveairframes.com (there is lots of information on construction, history, building tips, and new future products being developed) or my good friend Nishi Hiato's Website in Japan at the Gelilo Aero Works site, www3.ocn.ne.jp/~gelilo/main.htm."
Dave Guerin — pro builder and US FAI 2001 team manager
Dave Guerin is the US FAI 2001 Precision Aerobatics team manager. He has built airplanes that have won all classes at the US Nationals on several occasions.
Dave takes existing designs or his own designs to the heights of success. Instead of writing about all of his designs, at my request he wrote about the reasons why you might consider a professionally built model.
The advantages of using a professional builder:
- When you consider working with a professional builder, you have an opportunity to check with his other customers and take a look at his products and reputation. You choose a builder that specializes in the type of airplane that you want to own and fly.
- Because of the experience of building many airplanes for many different pilots, a builder can assist you in tailoring the aircraft to suit your needs.
- This depth of experience also enables the pro-builder to assist you by providing setup and trim information, which greatly reduces the time and eliminates the struggle to bring a new airplane to competition performance standards.
- Technology changes constantly, and the pro-builder gives you the advantage of staying current with the latest trends, innovations, and building techniques. In my case, I am constantly evaluating the product and making improvements to both design and construction.
- The feedback from the best competition fliers in the US has channeled the development of my work and necessitated that the quality is kept at peak level—for every airplane that leaves the shop.
- A professional builder has the skill and obligation to complete a building project in a reasonable turnaround time, usually two to three weeks from the start of the work. Everyone has felt the frustration of going to the field on a great flying day knowing that their new airplane is still home on the workbench—unfinished.
- When you order your new airplane from a pro builder, you can be confident with what you're getting and the quality of the material and workmanship.
- If you choose to purchase the kit and take it home to build, you are just beginning the decision-making process and the purchasing process—of all the materials it takes to transform that kit into the finished product.
- It is a relief and pleasure to install your equipment into a finished airplane and get out to the field.
- And then there's resale value. A large percentage of your purchase cost of a "pro-built" airplane can be recouped if the airplane has been well maintained and is in good condition. This gives you something in your pocket when you're ready to upgrade for the new season.
- The professional builder's experience in testing designs and equipment, building stronger, straighter, and lighter aircraft, and his obligation to deliver the finished product true and promised, gives the pilot the time to enjoy his hobby and concentrate on perfecting his flying skills.
Thank you, gentlemen, for revealing the origins of your designs and your design philosophies.
The time saved having a model built can be considered similar to the time an Almost Ready-to-Fly (ARF) saves. The difference is that a custom-built airplane costs more. "How much?" you might ask. You should start thinking about roughly $2,000, depending on how much of a turnkey job you want done.
One thing is clear: designers/builders have already taken the time and testing to remove all of the "doubt"—they have taken the time to perfect their trade. When we fly one of their airplanes, we know it will work.
Of course, that leaves us with fewer excuses than before! rg
Transcribed from original scans by AI. Minor OCR errors may remain.
