February 2013

Raleigh Aero MasterS Newsletter
Hello everyone.
Welcome to the February RAMS Newsletter. This is the first newsletter for 2013 and
the third year for the RAMS Newsletter. It is my hope that you enjoy it and find it
entertaining.
2013 Club Officer’s:
President: James Taylor (JT)
Secretary: Jose Armstrong (Dr. Joey)
Safety Officer: Bruce Crozier
Vice-President: Gary Elliott
Treasurer: Larry McMillen
FACEBOOK Anyone!!!: Our fellow club member, Ben Davis, has a Facebook
page for everything BEN/RAMS and RC Flying related. Go and take a look.
The “Y” Harness – Is there anything important
about it?
Ohh! That little cable that splits in two. What is it all about?
The Y cable is just a signal splitter that sends the same information and power to two
appliances (servos or whatever else). A three lead cable does the same thing to three
different appliances. So, because that is all it does, multiply (not amplify) a signal, it
does not matter how you connect the servos to a Y cable, they all will respond the same
way (if they are exactly the same servos) to the same radio signal command. Let’s take
the usual Y cable we connect to the aileron port. The two servos (or four or six in larger
airplanes) moving the ailerons will respond the same. It does not matter to which end of
the Y cable you connect the right and left aileron. They will both do the same
movement. Because they are oriented opposite, one aileron goes up when the other
aileron goes down.
Now let’s say that you have a computer radio and have set that the aileron port controls
the right wing aileron and the AUX1 port controls the left wing aileron. In other words
you have slaved the AUX1 output to the Aileron output of the receiver. Does it matter
how you connect the right and left aileron to the aileron or AUX 1 output? NO. You just
have made an internal Y split in the receiver through the radio programming. Now you
don’t have to use the Y cable.
Ahhh! But it can’t be that easy all the time? Now that we can split the aileron signals
in the receiver between aileron output and AUX 1 output, what can we do with this.
Then you can program the ailerons to work also as flaps, airbrakes, sub-trim positions
independent one from the other, you can balance the ailerons and change travel for
each one and for the up travel and the down travel as well as use the differential
adjustment. Now, with all this programing done you must connect the appropriate
aileron servo to the same cable coming from aileron or AUX 1 port every time. Again,
the right and left aileron servos now have to be connected always to the same
independent cable. I usually mark my aileron and AUX 1 cable leads coming from the
receiver with a color tape or a small colored zip tie. For me, the lead coming from the
aileron output is connected to the right aileron and I mark these cables as yellow. The
left aileron servo then is connected to the lead coming from the AUX 1 port and I mark
this connection as red. This consistent connection each time preserves that the right
and left servo get the proper computer functions I dialed in the radio for them to
perform. So, let’s say that you have your ailerons connected to independent ports on
your receiver and you programed functions for them, the next time you make the
connections the servos are not doing exactly what they were supposed to do, one thing
to check is that you connected the right and left aileron servos to their correct output
port in the receiver.
To BEC or not to BEC?
That is the question.
BEC stands for “battery eliminator circuitry”. The BEC provides regulated power to the
receiver and electronics of the airplane / helicopter / car. The BEC gets its power from
the main batteries that are used for motor power. This way it eliminates the need for a
receiver battery. This provides more convenience as you do not have to charge a
receiver battery before a flying session. Also keeps things lighter since there is no
receiver battery being used. This is great specially in small to medium size electric
airplanes.
These are examples of External BECs.
There are different types of BECs. But in general they are internal BEC and external
BEC. The internal BEC is a circuitry integrated into the ESC (electronic speed
controller). It is in charge of powering the airplane electronics diverting and regulating
the voltage from the main motor batteries. As said before it is very convenient so to
keep things easy, tidy and light. The problem is that because it is an integrated circuit
to the ESC, the electrical demand from the airplane electronics can contribute to make
the ESC hotter. Most BECs integrated to ESCs can handle 2-3 amps load from the
airplane electronics. Some even less. If this demand is exceeded the BEC / ESC could
fail.
You can measure the demands of your airplane electronics to see if it is safe for your
BEC but it is usually a “GUESStimation” In smaller airplanes using a LiPo 4 cells and
under is OK. The larger the airplane, there will be more power draw to move bigger
control surfaces (ailerons, rudder, elevator). So there is a bigger demand on the ESC /
BEC. In general, a 40 to 60 size airplane should have an ESC / BEC where the BEC
can provide at least 5-6 amps minimum.
So, the question is when an internal BEC is not necessarily a good idea. In general, if
an airplane uses a LiPo battery 4 cells an up, it is preferable to use a separate power
source for the receiver and electronics. It is not that you can’t use an internal BEC but
you are taking a risk of overloading the internal BEC on the ESC and causing excess
heat and failure.
Then let us talk about the external BEC. It is an independent unit that takes power from
the main motor batteries and converts the voltage to be usable to the receiver and
electronics. For us flying 2.4Ghz, we like the BEC to provide at least 6 volts. The
advantage of the external BEC is that it is easier to cool than the BEC integrated to the
ESC and it’s circuitry is dedicated only to handle the power draw of the receiver and
electronics. It does not have to share with the ESC internal circuitry. Again, it keeps
things cooler. So, in a bigger more power hungry airplane, using a separate BEC is
better and safer than to use an internal / integrated BEC. Also if the ESC fails you still
have the BEC powering your electronics and have control of your airplane.
What happens if you are using an ESC that has an integrated BEC but you want to use
and external BEC? You should not connect and external BEC at the same time that
you are connecting an ESC that has an internal / integrated BEC. It actually will not
cause an electrical problem in most cases. The issue is that it defeats the purpose as if
something goes wrong with the ESC / BEC it can short or damage the receiver causing
your airplane to crash. You can get ESCs that have no BEC. That is ideal. The other
way is to get an ESC that has a switchable BEC that can be turned off. The other way
is to cut / remove / disconnect the center cable of the lead going from the ESC/BEC to
the receiver throttle input. This eliminates BEC power from the ESC/BEC. Now you
can connect the external BEC without conflicts. A few ESC/BECs do not provide the
power to the receiver through the throttle lead and have a dedicated lead with the red
and black wire that connects into the receiver battery input. In that case don’t connect
it.
The next question is, is it better to use an external BEC or a battery to power my
receiver in my larger airplanes? The answer goes back to convenience and preference.
If you use an adequate external BEC with enough amps rating you are fine and don’t
have to bother charging a separate receiver battery. NOW! In the unlikely event that
you have a problem with your main motor power batteries (that are feeding your
external BEC) then you may lose the power also to the airplane electronics. Or you
may choose to use a separate battery to keep the power supply to the motor and
electronics entirely separate. I personally use both approaches. In my larger airplanes
50CC and up I have chosen to power the motor with the main batteries and power the
receiver electronic entirely independent from LiFe or NiMh batteries. I believe in
redundancy so I actually have a back up receiver battery. There is equipment that
actually switches from one receiver battery to another secondary receiver battery
automatically if needed. On smaller airplanes the redundancy is not a must and actually
adds weight. On larger airplanes (about 50cc and up) redundancy equals increased
safety to protect your investment and also reduce possibility of property or personal
damage. In other words, a model airplane (specially if it is a big one and going fast)
can hurt others if you lose control (specially due to electronics failure) so it is
responsible behavior to ensure that you have the best safest set up possible specially if
you are going to fly around other people.
I hope I brought a little bit of information about the uses of internal and external BECs
and receiver batteries. I probably confused many of you more than I helped but if you
have any questions and need help, there are some very experienced fellow pilots in our
club that are more than willing to lend a hand.
New at the field:
This is the Sam Goldfarb new Senior.
Sam had Gary Elliott build him this Senior after a “mishap” with
his first one. This beauty is electric. It is a little bit different to
the usual SUPER SENIOR 3D as the tail feathers are not sheeted
and do not have flying wires to save on weight. The rudder and
elevator do not have counterbalance sections and the elevator is
actuated by one servo instead of the dual servos. This is the
previous way of doing Senior tail fins and keeps some of the
weight down . The wing and ailerons set up is the full 3D version.
I maidened this beauty for Sam. Flies NICE!! Congrats!!!
Right now we have Dr. Joey (me), JT, Larry Mc, Larry H, Steve and now Sam with electric
versions of the Seniors.
Sam’s Senior maiden flight
Ohh!! I am so HAPPY!!!
Here we have the Extra 300 32e by EFlite. It is distributed by Horizon Hobby. The
best setup is with a Power 32 motor running on 4 cell lipo battery. JT gave me this
beauty for maiden flight with a fully charged battery (what a luxury!). It was a little bit
windy but we managed to get it initially trimmed and the maiden was successful. As it
got a few more flights, we could dial in more accurate programing and adjustments. On
its second flight it was so much better. It flies really well. Joe Schodt has one of this
and I flew it in the past. It is a great little plane. More fine tuning got it flying sweet!!!!
EDGE 540
Ben Davis got this one on a trade for a biplane he had.
Pretty much came as plug and play. Some modifications
to the fuselage were needed to accommodate canisters
for noise control and rework the motor mount. Otherwise
is ready to hit the skies soon.
Ben Davis also has a new
EXTRA 300
This one is in the 50cc gasser category. Ben has
worked on getting proper silencer (canister)
systems to manage noise. Also has got a DA
50cc gas motor installed. It is a good looking
airplane. Had a great maiden flight by JT.
AHHH!!! The ease of gas engines.
Just gas them up and fly. Nothing can be simpler. Yeap!!!
Greg Koepke took this second
hand foamie Messerschmitt and fixed
dents and other cosmetic issues.
Then repainted the model and it looks
really nice. Flies well. Good job Greg.
John Dunning
Showed us his new Jenny from Maxford.
This little electric scale model has really nice
detailing. Lots of rigging and just looks nice. The
day he brought it to the field was quite windy so he
maiden the airplane but quickly had to land it as it
was too much. All in all it was a successful maiden
flight. I am looking forward to see it flying in lighter
winds. For those interested this model comes in a
few more sizes including large scale.
Now!! This was a treat! John
brought to the field this Fokker DR-1.
Powered by an electric motor. This
thing is big. John really did a
masterful flight for us from a great
take off to a precision landing. This
kind of airplane can be a handful on
the runway and John showed us how
to do it the right way.
SPITFIRE Anyone!!!
David Plott has flown a few times already
this Parkzone electric model. Nice looks and
fly bys are good looking with the installed
retracts from EFlite. Flies on a 480 Power
motor already installed. A 3 cell 2200 LiPo
provides the needed electrons.
David Plott is showing us here his new
Great Planes
CHIPMUNK
It is a very nice flying little plane.
David is now showing us his
new electric biplane from Great
Planes.
Bruce’s Parkzone F4U Corsair. This is a new version that has a more powerful motor
(power 15) and is flap and retract ready. Wingspan is 44 inches.
How many RAMS Pilots you need to get a foamie Corsair ready???
Joe Schodt brought to the field this home made Depron foam Stearman. Joe got the
plans from the internet and increased the size. Takes two sheets of Depron foam to get
this beauty built. Powered with a 3 cell LiPo and a 450 motor. Joe is thinking going up
on motor power. He could use the front weight for better CG. Other club members have
already requested the plans and will try to make different versions of WWW I biplanes.
Looks like a cub and flies like a cub.
Well! It is a CUB!
Our own Larry Harris got this
Maxford Cub with military
motives. Electric powered.
Good looking airplane!
Unfortunately the expiration date for
this airplane was met too soon.
Was a little bit difficult to roll on the
runway and once flying it was all over
the ski. Larry had to struggle with it a
couple of flights. Installation of gyros
in this airplane was not too helpful
and actually seemed was getting on
the way of flying it.
In one of the landings the cub went
too far into the pilot stands area and
the wing hit a PVC post.
Dr. Joey little EFlite Edge 540 QQ 280.
This
small foamie is a creation of Quique Somenzini. It has all
digital servos, outrunner motor and runs on a 3 cell 450
milliamps. It has considerable power to weight ratio
allowing it to do aerobatic and 3D flying. It comes as Bind
& Fly. On the right we have Dr. Joey’s Extra 260 50cc
gasser.
Geoff is getting ready his new Spitfire.
He put together this one with a four stroke
nitro and the sound of this airplane is just
sweet. It has good power and does all rolls, and
loops with precision. Geoff has got pretty good
at landing this one getting those main wheels
nicely on the runway in a very scale look
approach. This one is a fast landing airplane.
Yes, I know it is not the most
flattering position to have a picture
taken when you are getting the CG of
your new airplane but that is what the
camera got!
SORRY LARRY H.!!!!
Ben Davi’s trailer at the field.
Hummm!!! Ben! For the looks of it, you have
plenty of space there for more. You definitely
can get more airplanes there. And if you run out
of space, you can install a hitch in the back of
your trailer and pull another trailer UPS trucks
style. You see! I just solved your problem for
when you get your 200cc gasser.
I HAVE TRAILER
ENVY!!!
Rich doing a slow fly by with his
Great Planes “U-Can Do”.
Rich has this 40 size 3D / aerobatic
airplane nicely trimmed and flies with
plenty of power and authority. He
uses a 4 stroke nitro in it.
The U-Can Do comes in two sizes. The
40 and the 60 size. Fully aerobatic
and 3D capable. Made by Great
Planes and distributed by Tower
Hobbies.
Gary Elliott is looking high in the sky
following the second maiden of his
Cularis Glider from Multiplex.
After a couple of mishaps that required
a new fuselage and remounting the
motor with more right thrust, this glider
flies really nice.
IT IS ELECTRIC AND GARY
LOVES IT!!!
Gary got his Cluraris from Carolina Hobbies. Our fellow club member, Bill Wynne is the
owner.
Here we have the Dr. Joey’s Hog Bipe
with a FG20 Saito 4 stroke gasser.
On the airplane stand is Ben’s new
50cc gasser Edge 540 having some
engine work done
Bruce Crozier, our Club Safety Officer is
setting up his Pulse 60 from Hangar 9 after
some radio changes. Even though all
inputs to the motor are being disabled
while doing the adjustments, we still hold
to the airplane just in case. We always
advise pilots that if doing adjustments to
the radio like this, disconnect at least two
of the three motor cables or take the
propeller off. A 25 and up motor gone full
speed can get out of your hands in a
second. If you are going to do some radio
adjustments and can’t disable the motor,
do the adjustments on the airplane stands.
Rich is holding his “RAN OUT OF
PAINT” jet. Rich has been
experimenting with this propeller jet
for the Pylon racing we will start this
year.
TIPS:
Facilitating Binding:
Binding Plug
Extension
If your receiver is
located in a difficult place to reach,
sometimes the binding procedure becomes a
pain. One way to facilitate the process is by
adding a servo extension connected to the
binding port of the receiver and route the
extension to somewhere in your airplane
that you can easily reach. Then you can plug
in the BINDING PLUG any time you need to
bind.
Protecting the antennae from your 2.4Ghz receivers and also to keep
them straight. You can cut a short piece of fuel line and slide it over the antennae.
In this picture I show my use of shrink tubing to achieve the same purpose. Cut the
shrink tubing to size. Slide it in place and then apply heat with a heat gun until the
shrink tubing comes to size. Works very well. Does not cause a decrease in range.
SERVO TESTER:
When you are
setting up a new airplane, a servo
tester is very useful to get all
servos and linkages in the right
position without having to get all
the radio system working and
installed. They run from $8 to $40.
Good Neighbor Noise Control:
As many of you know, at RAMS Club, we have a strong incentive to keep the noise that our
neighbors have to endure as low as possible in order to minimize and even better, eliminate any
noise complaints. A few years ago the club officers presented to the members in one of our
meetings actions we can take to keep noise control. From time to time we revisit these rules, but
I am of the opinion that nowhere we have these suggestions, rules and decisions together in
one easy to read series of statements addressing this issue. So, here is my attempt to gather
the different rules we have for noise control.
1) Nitro, gas or noisy electric airplanes are not to be flown before 9:00AM or after 9:00PM.
Exemption will be during an official club event.
2) All nitro and gas engines must have a muffler system.
3) Gas engines up to 35CC can use the basic muffler system provided by the manufacturer.
4) Gas engines between 30CC to 49CC are subject to a requirement of improved silencer /
muffler system if too loud. Club officers must inspect and agree if the noise reduction device is
adequate or needs to be improved.
5) Gas engines 50CC and above are ALL required to have canister systems to fly at RAMS.
Exemption will be during an official club event where guest pilots are invited. Even though there
are new devices for noise reduction, canisters are the ultimate technology that we are aware for
noise control at the present time.
6) RAMS pilots must be aware that airplane models they wish to fly at our field, must be able to
accommodate the required silencers and canisters.
7) Noise from a nitro or gas engine is to be evaluated by club officers. We have opted not to use
decibel meter devices since the issue with noise for our neighbors is when the model is flown
(subjective) and not when in the ground (objective).
8) During specific times of the year, example; hunting season, the club will limit times when
nitro, gas and noisy electric airplanes can be flown. Currently the only limitation we have is
during hunting season when nitro, gas and noisy electric airplanes must not be flown after
4:00PM on Saturdays. The club officers will notify the club members when a flying restriction is
in effect.
drj9/2012
Interesting products to follow:
HOBBY KING
ORANGE TRANSMITTER
HobbyKing has introduced a six channel DSM2 / DSMX compatible radio.
Reading the specifications this is a nice radion for the money with many
programing features. It is also capable of using different types of battery
chemistry and actually go into the radio programing to choose what type of
battery input you will be using, MickelMh, NiCads, LiPo, LiFe. Now, if you have in
your mind getting one of these radios, keep in consideration that this is a
transmitter. It emits a radio signal. It is my understanding that is not FCC
approved for use in the US. This means that is not actually legal. It also would
mean that in an AMA sanctioned field like ours this is not a radio we would like to
see in use. Humm!
\
http://www.hobbyking.com/hobbyking/store/__31544__Turnigy_9XR_Transmitter_Mode_2_No_Module_.html
The 9XR is from the Turnigy product line by Hobby King. It is supplied preloaded with an
extensive list of standard programing features.
9XR Standard Features:
• 8 Channel PPM/9 Channel PCM
• Full Ball Bearing gimbals
• Adjustable Stick Length
• Digital Trims on all Primary Axis
• 16 Model Memory
• Assignable Switches
• Freely Assignable Channel Mixes
• Graphical Dual Rate and Exponential
• Sub Trim and Travel Adjust
• Flaps and Differential
• Throttle Hold
• Supports Heli/ Aero/ Glider Model Types
• Programming Templates Based on Model Type
• Supports M1, M2, M3, M4 stick modes
• 128 x 64 backlit Liquid Crystal Display
• Built in JR & Futaba Trainer Ports
• PPM & PCM Output
• JR Form Factor RF Modules (Orx Dsm2, Orx Open LRS 433Mhz etc)
• Programmable Timers
• Low Voltage Warning and Buzzer
• Supports 3s Lipo (Required)
• 9XR Firmware Pre-loaded
• AVR ISP Interface
• Internal 2.4GHz Antenna
Online support and user forums available at: www.turnigy9xr.com
EVOLUTION 10GX 10cc gasser. Is interesting to see how manufacturers continue
shifting model engine production toward the appeal of gas engines. Evolution brand
distributed by Horizon Hobby has introduced the 10GX 10cc 2 stroke gas engine with a
smaller ignition box than what has been the usual. We will keep an eye on these
smaller engines that can now be used in the 40 to 90 size of nitro airplanes. The 10cc
size is particularly suited for the 45 to 60 range of nitro airplanes.
This engine can be used for airplanes like:
Meridian 10cc – Hangar 9
Corsair 50 – Hangar 9
TWIST 40 – Hangar 9
Also can be used on airplanes like the Pulse 40 and alike models.
Other manufacturers have developed in the smaller range of gas engines like OS, DLE, RCGF
to name a few. One of the main problems right now is the weight and size of the ignition box
still is too heavy and large to make them good options for the 40-60 size airplanes plus the
added weight of an ignition battery. Recently there are ignition battery eliminator systems and
development of smaller ignition boxes that may improve on this deficiency. So, for those of you
that are looking to get out of nitro and don’t quite like the electrics, these smaller gas engines
may become a possible alternative. In my opinion they are not quite there yet in terms of being
reliable engines. I am considering experimenting with a 10gx Evolution 10cc you can get for
$200.00 and see how it goes. Also the DLE 20cc is worth a look. Bend Davis, from our club,
came across this offer of and Sbach profile 20cc airplane and it can be purchased as a combo
with motor and servos. Take a look if interested.
http://www.redwingrc.com/index.php?main_page=product_info&cPath=1_23&p
roducts_id=17
My experience: At RAMS I have been the only one with a smaller than 30cc gas
engine experience. I bought a few years ago a SAITO FG-20 (20cc) gasser (now is the
FG-21). Initially was a very difficult engine to adjust. The manufacturer later on
retrofitted the engines with a new carburetor and the engine has become one of my
most reliable engines. I use it in a Hog Bipe from Sig and works great. It is the
equivalent to a 120 size four stroke nitro engine.
AR 635 from Spektrum
Spektrum is releasing soon a full range
6 channel receiver with integrated AS3X
three axis stabilization system. Can be
used on anything like sport, aerobatic
and 3D airplanes. The AS3X gyro
system can be turned on and off and
adjusted from the radio.
Very Interesting! Hummm!!!
VisionAire by Parkzone Horizon Hobby has developed a
ParkZone model for 3D fliers. Quique Somenzini has come up
with this foamie made out of foam and carbon (Carbon Z
technology). The motor is powerful enough to give hover
capabilities and it will be a 3D parkflyer. Digital servos all
around. AS3X three gyro system.
Nice. I WANT ONE! Who is going to be the first one at the
field? Joe, this may be the one you were looking for.
Take a look at this: Model Airplanes of the 1950s and 60s:
http://www.youtube.com/watch?feature=player_detailpage&v=xZ2iWmgTFbc
EUROFIGHTER FLY BY:
http://youtu.be/fG0AtwZb6Qw Thanks Ben for this video.
JT and Dr Joey’s 90mm EDF
jets.
An F18 Super Hornet and the
Eurofighter 2000. A short video of
the Eurofighter fly by was taken by
Ben.
These are big 90mm electric ducted fan foam jets sold by Hobby Lobby although Banana Hobby
also sells them. The battery used is a 6 cell LiPo in the 3700 to 5000 milliamp range. The F18
is faster than the Eurofighter. The Eurofighter is more aerobatic and with more fluid movements
due to the functional canards in the front. Both must be landed in a high alpha approach (nose
up) and proper throttle management is a most for good landing. Electric retracts come installed
and it gives a great scale look.
Mail Room:
Dr. Joey: FYI
I found this handy-dandy video that details rebuilding a Walbro carb like the
ones in our airplane gas engines:
http://www.youtube.com/watch?v=K5C86ZYNcnI&feature=player_embedded
I posted it to RCGroups.com and so far it has gotten positive responses.
The video makes it look pretty easy.
Ben
NEW PILOT TRAINING AT RAMS:
Here we have Bob being under training with our Safety Officer, Bruce. Bob’s Apprentice is
a proven great trainer airplane. We see it here rolling on the runway for a smooth nice take off.
Bob started with trainer cord and has been assisted / taught by Larry McMillen and Larry Harris,
JT and myself. Now Bob is flying solo and doing a great job. This afternoon he was practicing
landings and Bruce was by his side providing instruction and advice. Bruce sounded somewhat
like this; NO!! NO!! Go faster and make a turn NOW!!! SLOW DOWN – SPEED UP, KEEP
GOING – NOW COME DOWN, NO NO!!! That is too darn FAST! Bob felt at all times quite
reassured. NAHH!!! I am kidding.
Some reminders:
GUEST PILOTS may fly only if they have AMA registration and only if a RAMS member is
present. Please verify any guest pilot has up to date AMA.
Avoid flying low or over farming equipment and farming crews.
New potential members: Please remind any new members flying at RAMS that once they
start flying, they must submit a membership form and full payment within four weeks so they can
go for membership consideration.
JOE NALL FUN FLY IN 2013 – Woodruff, South Carolina - May 11 to the 18th.
Separate
the date. It is worth it going to this FunFly. JT and I are planning to go so join us there at RAMS
Base.
February Club Meeting: February 3, 9:30AM at Golden Corral on US1 / Wake
Forest. We can get breakfast and start the meeting by 10:00AM. Very important
business to discuss regarding our runway maintenance. Please attend so you
can give your opinions, have your vote count and help us to get this done.
BARKS
SWAP SHOP
SATURDAY JANUARY 26, 2013
FAIRCHILD COMMUNITY CENTER,
BURLINGTON, NC
I-85 GRAHAM EXIT 147 NORTH, FOLLOW SIGNS
7:00 AM – 2:00 PM
(EARLY SET UP AVAILABLE FRIDAY 01/25, 7-9 PM)
GENERAL ADMISSION: $5.00 INSIDE TABLES: $15.00 WALL TABLES: $20.00
ADVANCE RESERVATIONS RECOMMENDED!
ONLINE RESERVATIONS: http://www.dixienc.us/Tables/
INFORMATION JOHN FERRELL (336) 685-9606 jferrell13@triad.rr.com
6241 Phillippi Rd., Julian NC 27283
(use 837 S Graham Hopedale Rd, Burlington NC 27217 for GPS)
HANOVER
RADIO CONTROL FLYING CLUB
11th Annual Swap Meet & Indoor Flying Electric FunFly
Fairmount Christian Church, 6502 Creighton Road, Mechanicsville, VA
APRIL 6, 2013, 8:00AM - $5.00
To rent a table: keithcollier@verizon.net
For more info: www.hanoverrc.org
Pylon Racing:
The RAMS Experts, very well known for the high end technological work
and worldwide known to be on the FRONT PORCH OF TECHNOLOGY are working hard with
designs and power options for our pylon racers. As more information comes along we will
publish it on the RAMS Website, RAMS Updates and Newsletters. Some basic rules are being
developed and we will pass it along to all you guys. For now, the basic approach is to use a 3
cell LiPo batt at 2200 milliamps or less and for safety, if you are going to use a propeller system,
we prefer it to be a pusher prop.
Remember that all the opinions and information in these newsletters is for entertainment purposes.
Well, I am done. Take care guys.
I will see you at the field and have safe fun flying!!!
Dr. Joey
RAMS Secretary