REVIEW HORIZON HOBBY HANGAR 9 MERIDIAN 10CC ARF

In the air, the
Meridian makes
a great trainer at
low speeds, and a
competent aerobat
at higher speeds. Its
stability can give you
the con dence to
attempt maneuvers
that you think are out
of your skill set.
Fly all day
for less than
the cost of a
premium cup
of co ee
A few issues ago, you may have
read a review that I wrote about
the Hangar 9 Taylorcraft BNF. I
mentioned how it is a great choice for
a fi rst gasoline-powered model—and it
still is.
Now I am reviewing the new Hangar
9 Meridian, powered by the company’s
new Evolution 10GX gasoline engine.
This combination is a great gas-powered
option if you want something slightly
smaller and less expensive.
The Meridian can also be powered
by alternatives such as a .61 two-stroke
or .72 four-stroke glow engine, or by
electric power. Let’s explore what the
Meridian is all about!
Opening the box, I was surprised
to fi nd one thing missing: the miles
and miles of packing tape that many
manufacturers use to lock everything in
place for shipping. Even without tape,
the parts were neatly held in place and
suffered no damage. The pieces of the
airframe were individually protected in
polybags. Other smaller, painted pieces
were wrapped in paper then bagged.
The Meridian arrived wrinkled. It’s
possible that cold weather caused it. I
spent approximately 30 minutes using
my heat gun to shrink everything back
into place. If your model arrives in the
same state, use care in areas where
the striping and decals are located so
they don’t melt or pull away from the
covering.
While tightening the covering, I
looked at the airframe’s design and
construction. The wings, fuselage, and
control surfaces are constructed from
laser-cut balsa and plywood. The wings
are a traditional rib-and-spar design with
sheeting on the LE and capstrips. The
fuselage has plywood slab sides and a
built-up turtledeck. Lightening holes are
strategically placed to save weight.
Several fi berglass pieces are included
and help dress up the Meridian. The
cowl comes as a single piece that must
be cut to suit the type of power plant
you use. The wheel pants are prepainted
to match the fuselage. The nose gear
pant needs to be drilled to accept the
landing gear.
Hardware can make or break an ARF,
and the Meridian’s hardware was not
See a build and fl ight video
of this sport ARF in the app and at
www.ModelAviation.com/meridian10cc.
www.ModelAviation.com JULY 2013 Model Aviation 49
Tom Sullivan
HORIZON HOBBY HANGAR  MERIDIAN CC ARF [email protected]
049-053_MA0713_Review_Meridian.indd 49 5/24/13 8:38 AM
The Meridian is built from laser-cut plywood and balsa. The airframe is
covered with UltraCote in an eye-catching red, white, and black color
scheme.
After the canopy/hatch
is removed, you will
see a large opening
that provides easy
access for the radio,
batteries, switches,
and the fuel tank.
only good quality, but complete. From the tank to the control
hardware, engine mounts, and landing gear—everything you
need is included. The main gear is solid, prepainted metal and
the nose gear is a steerable unit.
The test model for this review will be powered with the
Evolution 10GX gaseoline engine. If you want to go a different
route—glow or electric—the parts are also included for
these options. I was surprised to find
a mounting box for electric motors
included.
Construction
I won’t review all of the steps of
construction. If you’d like to see
each of the steps, you can download
the Meridian’s manual listed in the
“Sources” section.
The aircraft is a standard ARF. The
builder will need to do some work with
epoxy, CA, drilling, grinding, etc., and
that’s a good thing. There’s nothing
extraordinary in the steps—only good,
basic building skills.
The wing halves are tackled first. CAtype
hinges are fitted in the precut slots
for the ailerons and flaps then glued into
position. The servos are mounted inside
the wing on prebuilt mounts attached
to hatches. After routing the servo leads
through the wing, the servo hatches are
screwed into place.
Next is the installation of the control
horns and pushrods. Each of the control
surfaces has premarked positions where
the control horn should be mounted.
After drilling the proper holes and
stiffening the wood with thin CA,
everything is bolted into place. The
control rods are precut to the proper
lengths and feature a Z-bend on one end,
and threads on the opposite end where
the metal clevis is twisted into place.
With the wings finished, work on the fuselage begins. The
wing halves are fitted to the fuselage by sliding them into
position on the aluminum wing tube. When they are secured,
the elevator is attached to the stabilizer and then the stabilizer
is epoxied into the fuselage after it is measured to make sure it
correctly aligns. The vertical fin is also epoxied into place, and
the rudder is attached with more CA hinges.
After that has cured, begin the radio installation. The canopy
doubles as a large hatch and allows access to the built-in servo
trays. It is held in place with a few magnets, a couple of hooks,
and two front-alignment pins. All of this is preassembled at
the factory and works well.
Removing the hatch requires sliding the canopy forward
approximately 1/4 inch, then lifting it off the fuselage. When
SPECIFICATIONS
Model type: Sport ARF
Skill level: Intermediate builder; beginner/
intermediate pilot
Wingspan: 69 inches
Wing area: 880 square inches
Airfoil: Semisymmetrical
Length: 55.5 inches
Weight: 7-8 pounds
Power system: 10cc gas; .52-.61 two-stroke
or .62-.72 four-stroke glow; .46
electric
Radio: Five-channel minimum
Street price: $229.99
Test-Model Details
Engine used: Evolution 10GX (10cc gasoline)
Radio system: Spektrum DX18 transmitter;
Spektrum AR7010 receiver;
seven Spektrum A6060 digital
servos; four-cell 1200 mAh
NiMH receiver battery; fivecell
2100 mAh NiMH ignition
battery
Propeller: Evolution 13 x 6
Ready-to-fly weight: 8 pounds
Flight duration: 15-20 minutes
Pluses
• Laser-cut balsa and plywood used for
construction.
• Includes tank, wheels, all control hardware,
and plastic spinner.
• Tricycle gear for easy taxiing.
• Plug-in wing halves for easy transportation.
• Motor box and battery tray included if you
decide to use electric power.
• Canopy doubles as a large hatch for quick
access to radio and batteries.
• Wonderfully stable in the air, yet capable of
mild aerobatics.
• The included flaps are effective.
Minuses
• Included fuel line wasn’t long enough to cut
to the lengths mentioned in the manual.
• Five ounces of nose weight were needed to
correctly balance the aircraft.
AT A GLANCE ...
Photos by the author
50 Model Aviation July 2013 www.ModelAviation.com
049-053_MA0713_Review_Meridian.indd 50 5/20/13 3:55 PM
To keep the nose gear’s wheel pant firmly attached to the strut, I
added two pieces of plywood inside the pant.
This cockpit detail comes as you see it from the
factory, including the pilot. It’s a nice touch
and makes the Meridian slightly more realistic.
The prepainted fiberglass cowl requires trimming to fit around the
engine. Take your time because if you cut too much off, you can’t put it
back!
it’s removed,
you have access
to the inside of
the fuselage, all
the way to the
firewall.
After the
remainder of the
radio is installed,
the control
hardware is
added. Pushrods
for the elevator
and rudder
slide through
premounted
plastic tubes to
guide them through the fuselage. Clevises and control horns
are mounted in place, using the same techniques as on the
wings.
Mounting the landing gear is quick because most of the
work is completed at the factory. The main and nose gear
attach with a few screws that thread into premounted T-nuts
in the fuselage. Each of the axles requires grinding flats for
set screws to hold to. Both of the main gear’s wheel pants are
held in place by the axle’s mounting nuts. When tightened, the
detent molded into the pant allows the gear leg to be firmly
held in position. But when it comes to the nose gear pant,
slightly more work is required.
As a product reviewer, I’m instructed to follow the manual
exactly, not using my judgment on any of the steps. According
to the manual, the nose gear should be held in place by
silicone, between the pant and strut, then a plastic strap is
attached to offer more grip. This requires the screw’s threads
to bite into the thin wall of the fiberglass wheel pant. There’s
no backing wood inside the pant to thread into. I tried it this
way, but with the engine’s vibration, I was unhappy with the
way the wheel pant moved.
I took that wheel pant off and cut two small pieces of 3/16-
inch light plywood. I drilled a hole in one piece so that the
axle could push through. This piece acts as a spacer on the
axle, allowing you to push the wheel collar firmly against it,
locking it into place. The other piece gives the plastic strap’s
screws something to thread into other than the thin wall
of fiberglass. Both pieces were epoxied into position, then
everything was reassembled. It worked much better, and held
the wheel pant securely in position.
The nose gear’s steering arm required sanding and trimming
to fit into the nose gear mounting bracket without binding.
Spend time on this to make sure it properly fits and smoothly
rotates, but do it a little at a time so you don’t remove too
much material.
I want to note that the supplied wheels are lightweight foam
tires with plastic hubs. However, they look as though they are
solid rubber. The foam has a coating on the outside of it, giving
them a smooth finish.
The engine is mounted to the fuselage. The firewall came
predrilled for the correct spacing to accept the Evolution
10GX engine. All that is left to do is to bolt the two plastic
mounting rails into position, then measure, drill, and mount
the engine.
If you decide to go with electric power, the supplied motormounting
box bolts into the same holes as the engine beams,
then the engine bolts into place on the front of the box. You’ll
need to glue the wooden battery tray in place behind the
firewall.
The manual calls for a Power 46 motor. Horizon’s
specifications state that the Power 46 is for models weighing
up to 7 pounds. With the Meridian in the 8-pound range, I
would step up to the Power 60.
With the nose gear and throttle pushrods in place, the fuel
tank is assembled and mounted. It’s held in place with a
rubber band and fits into the cutout in the firewall.
I haven’t written much about the nicely illustrated manual,
but noticed something as I progressed through the build. At
the start, it is quite detailed. It explains which screw goes
where, where to place a drop of CA, etc. More than a page
is devoted to detailing how to attach an aileron servo to its
mount.
As the build progresses, however, the directions in the
manual become less explicit. When assembling the fuel tank,
there is no mention of bending the tubing for vent lines, nor is
there an explanation for which fuel line goes where. Also, the
www.ModelAviation.com July 2013 Model Aviation 51
049-053_MA0713_Review_Meridian.indd 51 5/20/13 3:55 PM
tank comes as a three-line system with
no information about what do to with
the third line.
None of this was a problem for me,
but if this is your fi rst glow/gas build,
you need to study the photos or consult
an experienced modeler to make sure
everything is in the correct spot or fuel
could spew everywhere.
The cowl needs to be mounted to
fi nish the Meridian. If you’re using an
electric motor, simply slide it on and drill
the mounting holes. For glow- or gaspowered
engines, cut the cowl so that it
fi ts around the engine.
The cowl comes with dimples on the
rear to mark where the mounting holes
should be drilled. The two dimples on
the port side of the cowl won’t align
with the fi rewall. Instead, drill into the
fuselage side. This isn’t a problem, as
long as you strengthen the holes with
CA.
When everything was in place, I
checked the CG for proper balance.
Even with the range of 3.3-3.8 inches
from the LE, it was tail heavy with
the supplied batteries mounted as
instructed. I exchanged the supplied
lightweight LiPo batteries for larger (and
heavier) NiMH packs.
I upgraded the receiver pack’s
capacity to 1,200 mAh NiMH and the
ignition pack to 2,100 mAh. Both were
mounted as far forward as possible—
underneath and beside the fuel tank,
and against the fi rewall. Doing all this
added approximately 5 ounces to the
total weight, and allowed the model to
balance at the 3.5-inch mark.
Flying
After testing the engine at home to
make sure it would start, it was time to
head to the fi eld and put the Meridian
through its paces. When the engine was
started and warm, I taxied around to
adjust the nose gear so that it would
track straight.
For the fi rst fl ight, I choose to take off
without fl aps. Throttling up to threequarters
power, the Meridian used
approximately 100 feet of runway then
gently rose into the air by holding a
slight amount of up-elevator. I threw in a
small amount of aileron trim during the
fi rst few passes, and the Meridian was
dialed in.
One of the most appealing things
in reviewing the Meridian was
gaining hands-on experience with a
new gasoline engine, the Evolution
10GX. It is a conversion of Horizon’s
Evolution .60NX (10cc) two-stroke
glow engine. Using the same size
crankcase and beam mounting, it can
be considered as an alternative power
source for any model in the .46-.60-
size range.
Its most
appealing feature
is that it uses
gasoline—a
less expensive
alternative to
nitro-based fuels.
The only penalty
in switching to
gas is the extra
weight of the
ignition module
and ignition
battery needed
to provide
the spark. For
the Meridian,
however, this was
a good choice
because it helped add nose weight
needed for proper balance.
Many small gas engines use the
larger, Walbro-type carburetors,
but this one doesn’t. Evolution’s
gas carburetor design is larger than
those found on similarly sized glow
engines, but not much larger. It
also features the same high- and
low-speed needle designs as a glow
carburetor, so setting adjustments is
quick and easy.
I wanted to make sure that the
engine would start, so I ran it for
a couple of minutes on the ground
before making the trip to the  eld. I
recommend an electric starter for the
 rst few starts. A er some cranking
and high-speed needle adjustments,
the engine roared to life.
For the initial airborne breakin
period, the low idle was
approximately 2,100 rpm and rough,
noticeably shaking the fuselage.
High speed topped out at 9,900 rpm.
During these  rst flights the highspeed
needle needed to be adjusted
a few times for more top-end speeds.
The idle also became smoother.
Horizon supplied an Evolution
13 x 6 composite propeller with the
review. With it, the 10GX comfortably
idles at 1,900 rpm and tops out at
10,650 rpm.
That’s far from the 16,000-18,000
rpm of a glow engine, but when
paired with a sport flier such as the
Meridian, it works well.
The only downside is the need
to frequently clean the Meridian
during the initial break-in flights. The
position of the mu ler exhaust allows
the starboard side of the fuselage,
wing, and tail surfaces to become
covered in a thin layer of unburned
oil. This lessens with time, but is
a small price to pay. (I found that a
few squirts of Simple Green cleaner
speeds the cleanup.)
On the upside, the 10GX provides
long run times compared with a
similar glow-powered engine. The
Meridian comes with a 10.8-ounce
tank and the 10GX will take 15-20
minutes to empty it. A typical .61 twostroke
glow engine would drink this
tank dry in less than 10 minutes.
Because the spark is supplied by an
onboard battery, it won’t quit at idle.
If you are looking for a good, .61
sport engine, the Evolution 10GX
should be on your radar. The $199.99
price is higher than a similarly sized
glow engine, but if you consider the
price of gasoline ($3-$4 per gallon)
versus nitro-based glow fuel ($15-$30
per gallon), it won’t be long before
you come out ahead.
Evolution 10GX
52 Model Aviation JULY 2013 www.ModelAviation.com
049-053_MA0713_Review_Meridian.indd 52 5/20/13 3:55 PM
Whether you choose to use flaps or not, there are no surprises in
landing the Meridian. I recommend using the flaps, because I’ve
had a great time with steep, slow, stall-free approaches.
The Meridian felt rock solid in the air during photo passes.
With those out of the way, it was time to fly Cuban 8s. Why?
The Evolution manual suggests breaking in the 10GX while
in flight, rather than on the bench. The manual says that this
should be done by flying at full throttle through a series of
Cuban 8s to provide the heating/cooling cycles required for
the break-in. After four flights of doing this, the engine should
be properly broken in.
With all of that completed, it was time to have fun with the
Meridian and see its capabilities. The first thing I attempted
was to stall. After climbing several mistakes high, it wouldn’t
stall, but it lost some altitude as it moved forward. This should
be reassuring for any pilot.
In the sky, the Meridian is a great barnstormer. The engine
doesn’t supply unlimited vertical, but there’s more than
enough power for decent-size loops, Split S maneuvers,
Hammerheads, and more.
When using flaps, the Meridian slows down and is
maneuverable. The flaps come into play when landing because
you can comfortably approach at slow speeds. The flaps can
also shorten the takeoff run, although you’ll have to hold
some down-elevator to keep the nose gear planted during the
takeoff roll.
Conclusion
Hangar 9’s Meridian is a good, solid design with no surprises.
It’s a quick build that you can have ready to fly with only a
few nights’ work, and it will help you develop building skills
that you can use for future projects.
In the air, it’s a rock-solid trainer under low-power settings,
or a competent aerobat under higher-power settings. It’s also
a great model on which to learn the proper use of flaps for
takeoff and landing.
By utilizing a tricycle landing gear, ground handling is a
breeze. Matching it with the Evolution 10GX makes a great
combination of power and affordability, and it will fly all day
for only a few dollars of gasoline.
—Tom Sullivan
[email protected]
MANUFACTURER/DISTRIBUTOR:
Horizon Hobby
4105 Fieldstone Rd.
Champaign IL 61822
(800) 338-4639
www.hangar-9.com
SOURCES:
Spectrum DX18
(800) 338-4639
www.spektrumrc.com
Evolution
(800) 338-4639
www.evolutionengines.com
Meridian manual
www.horizonhobby.com/pdf/HAN5015-Manual.pdf
www.ModelAviation.com July 2013 Model Aviation 53
049-053_MA0713_Review_Meridian.indd 53 5/20/13 3:56 PM

In the air, the
Meridian makes
a great trainer at
low speeds, and a
competent aerobat
at higher speeds. Its
stability can give you
the con dence to
attempt maneuvers
that you think are out
of your skill set.
Fly all day
for less than
the cost of a
premium cup
of co ee
A few issues ago, you may have
read a review that I wrote about
the Hangar 9 Taylorcraft BNF. I
mentioned how it is a great choice for
a fi rst gasoline-powered model—and it
still is.
Now I am reviewing the new Hangar
9 Meridian, powered by the company’s
new Evolution 10GX gasoline engine.
This combination is a great gas-powered
option if you want something slightly
smaller and less expensive.
The Meridian can also be powered
by alternatives such as a .61 two-stroke
or .72 four-stroke glow engine, or by
electric power. Let’s explore what the
Meridian is all about!
Opening the box, I was surprised
to fi nd one thing missing: the miles
and miles of packing tape that many
manufacturers use to lock everything in
place for shipping. Even without tape,
the parts were neatly held in place and
suffered no damage. The pieces of the
airframe were individually protected in
polybags. Other smaller, painted pieces
were wrapped in paper then bagged.
The Meridian arrived wrinkled. It’s
possible that cold weather caused it. I
spent approximately 30 minutes using
my heat gun to shrink everything back
into place. If your model arrives in the
same state, use care in areas where
the striping and decals are located so
they don’t melt or pull away from the
covering.
While tightening the covering, I
looked at the airframe’s design and
construction. The wings, fuselage, and
control surfaces are constructed from
laser-cut balsa and plywood. The wings
are a traditional rib-and-spar design with
sheeting on the LE and capstrips. The
fuselage has plywood slab sides and a
built-up turtledeck. Lightening holes are
strategically placed to save weight.
Several fi berglass pieces are included
and help dress up the Meridian. The
cowl comes as a single piece that must
be cut to suit the type of power plant
you use. The wheel pants are prepainted
to match the fuselage. The nose gear
pant needs to be drilled to accept the
landing gear.
Hardware can make or break an ARF,
and the Meridian’s hardware was not
See a build and fl ight video
of this sport ARF in the app and at
www.ModelAviation.com/meridian10cc.
www.ModelAviation.com JULY 2013 Model Aviation 49
Tom Sullivan
HORIZON HOBBY HANGAR  MERIDIAN CC ARF [email protected]
049-053_MA0713_Review_Meridian.indd 49 5/24/13 8:38 AM
The Meridian is built from laser-cut plywood and balsa. The airframe is
covered with UltraCote in an eye-catching red, white, and black color
scheme.
After the canopy/hatch
is removed, you will
see a large opening
that provides easy
access for the radio,
batteries, switches,
and the fuel tank.
only good quality, but complete. From the tank to the control
hardware, engine mounts, and landing gear—everything you
need is included. The main gear is solid, prepainted metal and
the nose gear is a steerable unit.
The test model for this review will be powered with the
Evolution 10GX gaseoline engine. If you want to go a different
route—glow or electric—the parts are also included for
these options. I was surprised to find
a mounting box for electric motors
included.
Construction
I won’t review all of the steps of
construction. If you’d like to see
each of the steps, you can download
the Meridian’s manual listed in the
“Sources” section.
The aircraft is a standard ARF. The
builder will need to do some work with
epoxy, CA, drilling, grinding, etc., and
that’s a good thing. There’s nothing
extraordinary in the steps—only good,
basic building skills.
The wing halves are tackled first. CAtype
hinges are fitted in the precut slots
for the ailerons and flaps then glued into
position. The servos are mounted inside
the wing on prebuilt mounts attached
to hatches. After routing the servo leads
through the wing, the servo hatches are
screwed into place.
Next is the installation of the control
horns and pushrods. Each of the control
surfaces has premarked positions where
the control horn should be mounted.
After drilling the proper holes and
stiffening the wood with thin CA,
everything is bolted into place. The
control rods are precut to the proper
lengths and feature a Z-bend on one end,
and threads on the opposite end where
the metal clevis is twisted into place.
With the wings finished, work on the fuselage begins. The
wing halves are fitted to the fuselage by sliding them into
position on the aluminum wing tube. When they are secured,
the elevator is attached to the stabilizer and then the stabilizer
is epoxied into the fuselage after it is measured to make sure it
correctly aligns. The vertical fin is also epoxied into place, and
the rudder is attached with more CA hinges.
After that has cured, begin the radio installation. The canopy
doubles as a large hatch and allows access to the built-in servo
trays. It is held in place with a few magnets, a couple of hooks,
and two front-alignment pins. All of this is preassembled at
the factory and works well.
Removing the hatch requires sliding the canopy forward
approximately 1/4 inch, then lifting it off the fuselage. When
SPECIFICATIONS
Model type: Sport ARF
Skill level: Intermediate builder; beginner/
intermediate pilot
Wingspan: 69 inches
Wing area: 880 square inches
Airfoil: Semisymmetrical
Length: 55.5 inches
Weight: 7-8 pounds
Power system: 10cc gas; .52-.61 two-stroke
or .62-.72 four-stroke glow; .46
electric
Radio: Five-channel minimum
Street price: $229.99
Test-Model Details
Engine used: Evolution 10GX (10cc gasoline)
Radio system: Spektrum DX18 transmitter;
Spektrum AR7010 receiver;
seven Spektrum A6060 digital
servos; four-cell 1200 mAh
NiMH receiver battery; fivecell
2100 mAh NiMH ignition
battery
Propeller: Evolution 13 x 6
Ready-to-fly weight: 8 pounds
Flight duration: 15-20 minutes
Pluses
• Laser-cut balsa and plywood used for
construction.
• Includes tank, wheels, all control hardware,
and plastic spinner.
• Tricycle gear for easy taxiing.
• Plug-in wing halves for easy transportation.
• Motor box and battery tray included if you
decide to use electric power.
• Canopy doubles as a large hatch for quick
access to radio and batteries.
• Wonderfully stable in the air, yet capable of
mild aerobatics.
• The included flaps are effective.
Minuses
• Included fuel line wasn’t long enough to cut
to the lengths mentioned in the manual.
• Five ounces of nose weight were needed to
correctly balance the aircraft.
AT A GLANCE ...
Photos by the author
50 Model Aviation July 2013 www.ModelAviation.com
049-053_MA0713_Review_Meridian.indd 50 5/20/13 3:55 PM
To keep the nose gear’s wheel pant firmly attached to the strut, I
added two pieces of plywood inside the pant.
This cockpit detail comes as you see it from the
factory, including the pilot. It’s a nice touch
and makes the Meridian slightly more realistic.
The prepainted fiberglass cowl requires trimming to fit around the
engine. Take your time because if you cut too much off, you can’t put it
back!
it’s removed,
you have access
to the inside of
the fuselage, all
the way to the
firewall.
After the
remainder of the
radio is installed,
the control
hardware is
added. Pushrods
for the elevator
and rudder
slide through
premounted
plastic tubes to
guide them through the fuselage. Clevises and control horns
are mounted in place, using the same techniques as on the
wings.
Mounting the landing gear is quick because most of the
work is completed at the factory. The main and nose gear
attach with a few screws that thread into premounted T-nuts
in the fuselage. Each of the axles requires grinding flats for
set screws to hold to. Both of the main gear’s wheel pants are
held in place by the axle’s mounting nuts. When tightened, the
detent molded into the pant allows the gear leg to be firmly
held in position. But when it comes to the nose gear pant,
slightly more work is required.
As a product reviewer, I’m instructed to follow the manual
exactly, not using my judgment on any of the steps. According
to the manual, the nose gear should be held in place by
silicone, between the pant and strut, then a plastic strap is
attached to offer more grip. This requires the screw’s threads
to bite into the thin wall of the fiberglass wheel pant. There’s
no backing wood inside the pant to thread into. I tried it this
way, but with the engine’s vibration, I was unhappy with the
way the wheel pant moved.
I took that wheel pant off and cut two small pieces of 3/16-
inch light plywood. I drilled a hole in one piece so that the
axle could push through. This piece acts as a spacer on the
axle, allowing you to push the wheel collar firmly against it,
locking it into place. The other piece gives the plastic strap’s
screws something to thread into other than the thin wall
of fiberglass. Both pieces were epoxied into position, then
everything was reassembled. It worked much better, and held
the wheel pant securely in position.
The nose gear’s steering arm required sanding and trimming
to fit into the nose gear mounting bracket without binding.
Spend time on this to make sure it properly fits and smoothly
rotates, but do it a little at a time so you don’t remove too
much material.
I want to note that the supplied wheels are lightweight foam
tires with plastic hubs. However, they look as though they are
solid rubber. The foam has a coating on the outside of it, giving
them a smooth finish.
The engine is mounted to the fuselage. The firewall came
predrilled for the correct spacing to accept the Evolution
10GX engine. All that is left to do is to bolt the two plastic
mounting rails into position, then measure, drill, and mount
the engine.
If you decide to go with electric power, the supplied motormounting
box bolts into the same holes as the engine beams,
then the engine bolts into place on the front of the box. You’ll
need to glue the wooden battery tray in place behind the
firewall.
The manual calls for a Power 46 motor. Horizon’s
specifications state that the Power 46 is for models weighing
up to 7 pounds. With the Meridian in the 8-pound range, I
would step up to the Power 60.
With the nose gear and throttle pushrods in place, the fuel
tank is assembled and mounted. It’s held in place with a
rubber band and fits into the cutout in the firewall.
I haven’t written much about the nicely illustrated manual,
but noticed something as I progressed through the build. At
the start, it is quite detailed. It explains which screw goes
where, where to place a drop of CA, etc. More than a page
is devoted to detailing how to attach an aileron servo to its
mount.
As the build progresses, however, the directions in the
manual become less explicit. When assembling the fuel tank,
there is no mention of bending the tubing for vent lines, nor is
there an explanation for which fuel line goes where. Also, the
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tank comes as a three-line system with
no information about what do to with
the third line.
None of this was a problem for me,
but if this is your fi rst glow/gas build,
you need to study the photos or consult
an experienced modeler to make sure
everything is in the correct spot or fuel
could spew everywhere.
The cowl needs to be mounted to
fi nish the Meridian. If you’re using an
electric motor, simply slide it on and drill
the mounting holes. For glow- or gaspowered
engines, cut the cowl so that it
fi ts around the engine.
The cowl comes with dimples on the
rear to mark where the mounting holes
should be drilled. The two dimples on
the port side of the cowl won’t align
with the fi rewall. Instead, drill into the
fuselage side. This isn’t a problem, as
long as you strengthen the holes with
CA.
When everything was in place, I
checked the CG for proper balance.
Even with the range of 3.3-3.8 inches
from the LE, it was tail heavy with
the supplied batteries mounted as
instructed. I exchanged the supplied
lightweight LiPo batteries for larger (and
heavier) NiMH packs.
I upgraded the receiver pack’s
capacity to 1,200 mAh NiMH and the
ignition pack to 2,100 mAh. Both were
mounted as far forward as possible—
underneath and beside the fuel tank,
and against the fi rewall. Doing all this
added approximately 5 ounces to the
total weight, and allowed the model to
balance at the 3.5-inch mark.
Flying
After testing the engine at home to
make sure it would start, it was time to
head to the fi eld and put the Meridian
through its paces. When the engine was
started and warm, I taxied around to
adjust the nose gear so that it would
track straight.
For the fi rst fl ight, I choose to take off
without fl aps. Throttling up to threequarters
power, the Meridian used
approximately 100 feet of runway then
gently rose into the air by holding a
slight amount of up-elevator. I threw in a
small amount of aileron trim during the
fi rst few passes, and the Meridian was
dialed in.
One of the most appealing things
in reviewing the Meridian was
gaining hands-on experience with a
new gasoline engine, the Evolution
10GX. It is a conversion of Horizon’s
Evolution .60NX (10cc) two-stroke
glow engine. Using the same size
crankcase and beam mounting, it can
be considered as an alternative power
source for any model in the .46-.60-
size range.
Its most
appealing feature
is that it uses
gasoline—a
less expensive
alternative to
nitro-based fuels.
The only penalty
in switching to
gas is the extra
weight of the
ignition module
and ignition
battery needed
to provide
the spark. For
the Meridian,
however, this was
a good choice
because it helped add nose weight
needed for proper balance.
Many small gas engines use the
larger, Walbro-type carburetors,
but this one doesn’t. Evolution’s
gas carburetor design is larger than
those found on similarly sized glow
engines, but not much larger. It
also features the same high- and
low-speed needle designs as a glow
carburetor, so setting adjustments is
quick and easy.
I wanted to make sure that the
engine would start, so I ran it for
a couple of minutes on the ground
before making the trip to the  eld. I
recommend an electric starter for the
 rst few starts. A er some cranking
and high-speed needle adjustments,
the engine roared to life.
For the initial airborne breakin
period, the low idle was
approximately 2,100 rpm and rough,
noticeably shaking the fuselage.
High speed topped out at 9,900 rpm.
During these  rst flights the highspeed
needle needed to be adjusted
a few times for more top-end speeds.
The idle also became smoother.
Horizon supplied an Evolution
13 x 6 composite propeller with the
review. With it, the 10GX comfortably
idles at 1,900 rpm and tops out at
10,650 rpm.
That’s far from the 16,000-18,000
rpm of a glow engine, but when
paired with a sport flier such as the
Meridian, it works well.
The only downside is the need
to frequently clean the Meridian
during the initial break-in flights. The
position of the mu ler exhaust allows
the starboard side of the fuselage,
wing, and tail surfaces to become
covered in a thin layer of unburned
oil. This lessens with time, but is
a small price to pay. (I found that a
few squirts of Simple Green cleaner
speeds the cleanup.)
On the upside, the 10GX provides
long run times compared with a
similar glow-powered engine. The
Meridian comes with a 10.8-ounce
tank and the 10GX will take 15-20
minutes to empty it. A typical .61 twostroke
glow engine would drink this
tank dry in less than 10 minutes.
Because the spark is supplied by an
onboard battery, it won’t quit at idle.
If you are looking for a good, .61
sport engine, the Evolution 10GX
should be on your radar. The $199.99
price is higher than a similarly sized
glow engine, but if you consider the
price of gasoline ($3-$4 per gallon)
versus nitro-based glow fuel ($15-$30
per gallon), it won’t be long before
you come out ahead.
Evolution 10GX
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Whether you choose to use flaps or not, there are no surprises in
landing the Meridian. I recommend using the flaps, because I’ve
had a great time with steep, slow, stall-free approaches.
The Meridian felt rock solid in the air during photo passes.
With those out of the way, it was time to fly Cuban 8s. Why?
The Evolution manual suggests breaking in the 10GX while
in flight, rather than on the bench. The manual says that this
should be done by flying at full throttle through a series of
Cuban 8s to provide the heating/cooling cycles required for
the break-in. After four flights of doing this, the engine should
be properly broken in.
With all of that completed, it was time to have fun with the
Meridian and see its capabilities. The first thing I attempted
was to stall. After climbing several mistakes high, it wouldn’t
stall, but it lost some altitude as it moved forward. This should
be reassuring for any pilot.
In the sky, the Meridian is a great barnstormer. The engine
doesn’t supply unlimited vertical, but there’s more than
enough power for decent-size loops, Split S maneuvers,
Hammerheads, and more.
When using flaps, the Meridian slows down and is
maneuverable. The flaps come into play when landing because
you can comfortably approach at slow speeds. The flaps can
also shorten the takeoff run, although you’ll have to hold
some down-elevator to keep the nose gear planted during the
takeoff roll.
Conclusion
Hangar 9’s Meridian is a good, solid design with no surprises.
It’s a quick build that you can have ready to fly with only a
few nights’ work, and it will help you develop building skills
that you can use for future projects.
In the air, it’s a rock-solid trainer under low-power settings,
or a competent aerobat under higher-power settings. It’s also
a great model on which to learn the proper use of flaps for
takeoff and landing.
By utilizing a tricycle landing gear, ground handling is a
breeze. Matching it with the Evolution 10GX makes a great
combination of power and affordability, and it will fly all day
for only a few dollars of gasoline.
—Tom Sullivan
[email protected]
MANUFACTURER/DISTRIBUTOR:
Horizon Hobby
4105 Fieldstone Rd.
Champaign IL 61822
(800) 338-4639
www.hangar-9.com
SOURCES:
Spectrum DX18
(800) 338-4639
www.spektrumrc.com
Evolution
(800) 338-4639
www.evolutionengines.com
Meridian manual
www.horizonhobby.com/pdf/HAN5015-Manual.pdf
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