gavoss
Jun 02, 2003, 01:00 AM
<blockquote>
<p>
Have we been busy at LiftZone.com! Our esteemed editor Dave Lilly has stepped aside to pursue new endeavors. Dave was always great to work with and we’ll miss him. Thanks Dave for all of your efforts.
</p>
<p>
Jim Bourke, owner of LiftZone.com and Ezonemag.com has stepped into the editorship again. My initial impressions of Jim are quite good. He appears to be well organized and is handling the article backlog in a timely manner. We look for only good things from Jim.
</p>
<p>
My co-writer Marc Webster did a great job in the April issue. Initially, I was credited with the column and I received several “attaboys” from readers. As much as I’d have like to taken the credit, it was all Marc’s work. Thanks Marc, great job!
</p>
<p>
My column is a little late because I was waiting to receive and report on the new RD 8000 radio system from Airtronics. The RD 8000 8-channel radio contains software for both fixed and rotary wing aircraft. It has 10-model memory, and virtually all the mixes the sailplane flyer could want or need. Since this is a soaring column, I’ll focus on the needs of thermal soaring pilots. A full review will be in a separate article. Let’s get started.
</p>
<p>
Note: If the descriptions seem basic, please understand this is being written for the up-and-coming sailplane pilot.
</p>
</blockquote>
<big><b>Airtronics RD 8000</b></big>
<blockquote>
<p>
Thermal pilots, like pattern or racing pilots, need specific radio capabilities. In order of importance, here is my list of mixes needed in a sailplane radio:
</p>
<blockquote>
<p>
<b>1.</b> Flap to elevator compensation: As the flaps are lowered, lift rapidly increases and causes the nose of the sailplane to rise. Flap to elevator mix applies down elevator when the flap (throttle stick) is pulled down.
</p>
<p>
<b>2.</b> 3-position switch with appropriate mix capabilities: To allow camber or reflex using ailerons and flaps, a 3-position switch is used. Typically this switch is on the top left of the transmitter. With the switch in the middle position, the flaps and ailerons are in their neutral position. Pulling the switch toward you drops both flaps and ailerons a pre-set amount. Pushing the switch away from you causes the flaps and ailerons to raise slightly, decreasing lift and causing the sailplane to speed up. This feature is typically used to get out of sinking air.
</p>
<p>
<b>3.</b> V-Tail Mix: For the competitive pilot, there are probably more V-Tail models available on the market then there are cruciform tail sailplanes. This mix is used to cause the V-Tail to operate as both the elevator and rudder. For the elevator function, both V-Tails move up and down, just like a normal elevator would. For the rudder function, the surfaces move in opposite directions. For right rudder, the left half of the V-Tail moves up and the right V-Tail moves down. For left rudder, the right V-Tail moves up and the left V-Tail moves down.
</p>
<p>
<b>4.</b> Aileron to rudder mix: This mix adds rudder movement to the aileron stick. One piece of advice I’d like to offer all soaring pilots is this: Don’t rely on this mix. LEARN TO USE THE RUDDER STICK! I took up pattern flying for exactly that reason. Rudder movement has less drag than aileron movement. If the sailplane veers left or right during the launch you want to use rudder to straighten the fuselage, not the ailerons. Once in a thermal, use rudder to control the size of the circle instead of the ailerons. It’ll take some time to get used to using the left stick, but the effort is worth it.
</p>
</blockquote>
<p>
I consider the first three to be required mixes. All of the transmitters I own have these mixes. I wouldn’t purchase or recommend a radio that didn’t have these mixes.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="350" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="100%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/rd8000.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/rd8000_t.jpg"></a>
<br>The Airtronics RD 8000 is their newest radio system to reach the market. The RD 8000 is the easiest radio I've ever programmed and it has virtually everything the soaring pilot needs in a sailplane radio. I highly recommend this one.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The Airtronics RD 8000 contains all four of these mixes and many more. There are the usual computer radio features, including servo reversing, servo centering, exponential, dual rates on aileron, rudder and elevator, end point adjustment (EPA), and digital trim. It also has two “free” mixes. This means you can mix any function with another. The RD 8000 also has the ability to be configured for flapperons, elevons and spoilerons.
</p>
<p>
One feature exclusive to Airtronics radios is the ability to operate on both positive and negative shift. This means the transmitter will work with Airtronics, Futaba, Hitec, JR and Multiplex FM-PPM receivers.
</p>
<p>
Possibly the most important capability of the RD 8000 is it’s easy programming. I’ve seen some transmitters that need a 2-inch thick manual to explain the programming capabilities. The RD 8000 almost doesn’t need a programming manual since the programming is very, very easy. As a matter of fact, if you have used any other programmable transmitter you probably won’t need the book at all. If this is your first programmable transmitter, you’ll see that the programming is laid out logically. First select what function you want to adjust, let’s say the elevator. All features that are available for the elevator are under that heading. Now you can make adjustments for the elevator under that heading, EPA, servo direction, centering, etc. The new user shouldn’t have any trouble programming this radio.
</p>
<p>
If the radio has shortcomings, it’s these two items: If you are flying a six-servo sailplane, you’ll need to either use a “Y” connector for the flaps to get them to work in unison or use up one of the “free” mixes. Also, the flap function is set up on a switch instead of the throttle stick. This is easily overcome by using the second “free” mix to mix the throttle to the flaps. Now the radio operates just like those $1000 radios, but you’ll still have $750 still in your pocket.
</p>
<p>
All in all, I find the RD 8000 to be an excellent value. It has the majority of features the soaring pilot wants and/or needs in a reasonably priced package. The ability to use this transmitter with all of today’s current FM-PPM receivers makes it all the more appealing. I highly recommend the RD 8000 for a first computer radio, or as a back up for your top of the line Stylus.
</p>
</blockquote>
<big><b>The Tempest by Mark Triebes</b></big>
<blockquote>
<p>
As promised, here is the first look at the Tempest unlimited size sailplane. I purchased the Tempest to replace the Stratos I had been flying in unlimited. The Tempest is manufactured by Mark Triebes of Acme Flying Machines. Mark has been flying sailplanes competitively for many years so he is no novice when it comes to sailplanes and sailplane design. Mark did a tour of duty at RnR, so he knows proper molding techniques too. To the best of my knowledge, this is Mark’s first foray into the fickle world of RC sailplane manufacturing and my initial impressions of his first offering are quite positive. His web site is currently down, but you can contact Mark at: AcmeFlyingMachines (at) attbi.com.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="350" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="100%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest1.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest1_t.jpg"></a>
<br>The Tempest Unlimited size sailplane is the latest from Mark Triebes. Look for a full review coming to <b>LiftZone.com</b>.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
Mark chose the popular MH-32 airfoil for the Tempest. This airfoil is very similar to the popular SD 7035 airfoil. As a matter of fact, if you were making a foam wing using either of these airfoils, it would only take a few sanding swipes to turn one airfoil into another. That isn’t the case with the Tempest. The Tempest uses CNC milled female molds to assure accuracy in each and every wing. There is one unique feature on the Tempest that I haven’t seen on a sailplane wing before; there is no root rib. This allows you to look from the root all the way to the tip. I plan on making a lite ply root rib before I fly the Tempest. One thing I really like on the wings is that the flaps have been cut free and reattached using silicone. This allows the flaps to go down 90 degrees without putting a strain on the servos. The flaps appear to be about average size and the ailerons are fairly large. I expect the Tempest to handle quite well.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="650" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest4.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest4_t.jpg"></a>
<br>Probably my favorite feature of the Tempest is the plug in tail assembly. This makes storage and transportation easier than a one-piece bolt on V-Tail. The ¼" carbon joiner assures that you won't blow up the stab during hard launches.
</td>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestroot2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestroot2_t.jpg"></a>
<br>One feature that sets this U.S. manufactured plane from its European competitors is the wing roots are open. I plan on installing ballast tubes both forward and aft of the joiner box, and then install my own root ribs. They aren't need for strength as the wing skin is quite solid. It's more for my peace of mind.
</td>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The V-Tails plug in and are in separate halves. One thing I dislike about most European sailplanes is that the V-Tail is usually in one piece, which makes storage and transportation a bother. With the Tempest’s plug in V-Tail halves, storage and transportation tasks are much easier. The forward half of the V-Tails has a root rib but the portion aft of the joiner tubes are open. There is plenty of strength in the V-Tails so I’ll leave them as they are.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="650" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestnose2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestnose2_t.jpg"></a>
<br>The manufacturer installs steel pushrods during the manufacturing process. All of the manufacturing is of the highest quality. I was impressed with the fit and finish of the Tempest. This one is definitely a 'keeper.'
</td>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestbottom.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestbottom_t.jpg"></a>
<br>The Tempest has large flaps and ailerons so control authority shouldn't be a problem. The flaps on the Tempest are designed in such a way that getting 90 degree flaps won't put a strain on the flap servos. The flaps hinge on the bottom and are driven from the top. The ailerons are top hinged and driven from the bottom.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The fuse is molded in one piece and uses a slip-on nose cone. The wing rod slot was already cut and the alignment pin holes are pre-drilled also. This saves several hours of measure, measure again and measure one more time and cut. The carbon joiner rods for the V-Tails are already in place and the alignment pins for the V-Tails are pre-drilled also.
</p>
<p>
Basically all the modeler has to do to finish the Tempest is install the radio gear. There is more pre-fabrication in this model than I’ve seen in any other kit I’ve ever purchased. An expert craftsman has completed all of the difficult alignment tasks and that alone will save an estimated 5-10 hours of work.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="650" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest2_t.jpg"></a>
<br>Notice the tight fit on the wing to fuselage junction and the nosecone to fuselage fit. This plane is top of the line in every respect.
</td>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest3.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest3_t.jpg"></a>
<br>The tempest comes in your choice of colors. I chose yellow tops and dark red bottoms. Mark's is done in lime green which is really impressive. Talking with others, the green is definitely a love me-hate me color.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The Tempest shown assembled in the photo is as it comes right out of the box. All I did was plug in the wings and tail feathers.
</p>
<p>
I am very satisfied with the craftsmanship on all of the parts on the Tempest. I’m certain the flying qualities will match the manufacturing. I’m excited about the Tempest!
</p>
</blockquote>
<big><b>Electric Soaring</b></big>
<blockquote>
<p>
Electric launch soaring contests are on the rise in the U.S. Tulsa Oklahoma's soaring club, Tulsoar is sponsoring a Speed 400 event on June the 7th. The only restrictions are stock Speed 400 motors and no more than 7, 1.2V cells. Scoring will be on a point per second basis with a minimal landing score bonus. The event was designed as an entry-level contest with fun being the primary focus. Tulsoar's field is a huge sod farm located south east of Tulsa.
</p>
<p>
The Albuquerque Soaring club is sponsoring a similar event the 20-21 of June in Albuquerque NM. The difference between the two contents is that the Albuquerque event allows eight cells instead of seven. I'll report on the Tulsoar event in my next column. Until then, launch high!
</p>
</blockquote>
<p>
Have we been busy at LiftZone.com! Our esteemed editor Dave Lilly has stepped aside to pursue new endeavors. Dave was always great to work with and we’ll miss him. Thanks Dave for all of your efforts.
</p>
<p>
Jim Bourke, owner of LiftZone.com and Ezonemag.com has stepped into the editorship again. My initial impressions of Jim are quite good. He appears to be well organized and is handling the article backlog in a timely manner. We look for only good things from Jim.
</p>
<p>
My co-writer Marc Webster did a great job in the April issue. Initially, I was credited with the column and I received several “attaboys” from readers. As much as I’d have like to taken the credit, it was all Marc’s work. Thanks Marc, great job!
</p>
<p>
My column is a little late because I was waiting to receive and report on the new RD 8000 radio system from Airtronics. The RD 8000 8-channel radio contains software for both fixed and rotary wing aircraft. It has 10-model memory, and virtually all the mixes the sailplane flyer could want or need. Since this is a soaring column, I’ll focus on the needs of thermal soaring pilots. A full review will be in a separate article. Let’s get started.
</p>
<p>
Note: If the descriptions seem basic, please understand this is being written for the up-and-coming sailplane pilot.
</p>
</blockquote>
<big><b>Airtronics RD 8000</b></big>
<blockquote>
<p>
Thermal pilots, like pattern or racing pilots, need specific radio capabilities. In order of importance, here is my list of mixes needed in a sailplane radio:
</p>
<blockquote>
<p>
<b>1.</b> Flap to elevator compensation: As the flaps are lowered, lift rapidly increases and causes the nose of the sailplane to rise. Flap to elevator mix applies down elevator when the flap (throttle stick) is pulled down.
</p>
<p>
<b>2.</b> 3-position switch with appropriate mix capabilities: To allow camber or reflex using ailerons and flaps, a 3-position switch is used. Typically this switch is on the top left of the transmitter. With the switch in the middle position, the flaps and ailerons are in their neutral position. Pulling the switch toward you drops both flaps and ailerons a pre-set amount. Pushing the switch away from you causes the flaps and ailerons to raise slightly, decreasing lift and causing the sailplane to speed up. This feature is typically used to get out of sinking air.
</p>
<p>
<b>3.</b> V-Tail Mix: For the competitive pilot, there are probably more V-Tail models available on the market then there are cruciform tail sailplanes. This mix is used to cause the V-Tail to operate as both the elevator and rudder. For the elevator function, both V-Tails move up and down, just like a normal elevator would. For the rudder function, the surfaces move in opposite directions. For right rudder, the left half of the V-Tail moves up and the right V-Tail moves down. For left rudder, the right V-Tail moves up and the left V-Tail moves down.
</p>
<p>
<b>4.</b> Aileron to rudder mix: This mix adds rudder movement to the aileron stick. One piece of advice I’d like to offer all soaring pilots is this: Don’t rely on this mix. LEARN TO USE THE RUDDER STICK! I took up pattern flying for exactly that reason. Rudder movement has less drag than aileron movement. If the sailplane veers left or right during the launch you want to use rudder to straighten the fuselage, not the ailerons. Once in a thermal, use rudder to control the size of the circle instead of the ailerons. It’ll take some time to get used to using the left stick, but the effort is worth it.
</p>
</blockquote>
<p>
I consider the first three to be required mixes. All of the transmitters I own have these mixes. I wouldn’t purchase or recommend a radio that didn’t have these mixes.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="350" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="100%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/rd8000.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/rd8000_t.jpg"></a>
<br>The Airtronics RD 8000 is their newest radio system to reach the market. The RD 8000 is the easiest radio I've ever programmed and it has virtually everything the soaring pilot needs in a sailplane radio. I highly recommend this one.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The Airtronics RD 8000 contains all four of these mixes and many more. There are the usual computer radio features, including servo reversing, servo centering, exponential, dual rates on aileron, rudder and elevator, end point adjustment (EPA), and digital trim. It also has two “free” mixes. This means you can mix any function with another. The RD 8000 also has the ability to be configured for flapperons, elevons and spoilerons.
</p>
<p>
One feature exclusive to Airtronics radios is the ability to operate on both positive and negative shift. This means the transmitter will work with Airtronics, Futaba, Hitec, JR and Multiplex FM-PPM receivers.
</p>
<p>
Possibly the most important capability of the RD 8000 is it’s easy programming. I’ve seen some transmitters that need a 2-inch thick manual to explain the programming capabilities. The RD 8000 almost doesn’t need a programming manual since the programming is very, very easy. As a matter of fact, if you have used any other programmable transmitter you probably won’t need the book at all. If this is your first programmable transmitter, you’ll see that the programming is laid out logically. First select what function you want to adjust, let’s say the elevator. All features that are available for the elevator are under that heading. Now you can make adjustments for the elevator under that heading, EPA, servo direction, centering, etc. The new user shouldn’t have any trouble programming this radio.
</p>
<p>
If the radio has shortcomings, it’s these two items: If you are flying a six-servo sailplane, you’ll need to either use a “Y” connector for the flaps to get them to work in unison or use up one of the “free” mixes. Also, the flap function is set up on a switch instead of the throttle stick. This is easily overcome by using the second “free” mix to mix the throttle to the flaps. Now the radio operates just like those $1000 radios, but you’ll still have $750 still in your pocket.
</p>
<p>
All in all, I find the RD 8000 to be an excellent value. It has the majority of features the soaring pilot wants and/or needs in a reasonably priced package. The ability to use this transmitter with all of today’s current FM-PPM receivers makes it all the more appealing. I highly recommend the RD 8000 for a first computer radio, or as a back up for your top of the line Stylus.
</p>
</blockquote>
<big><b>The Tempest by Mark Triebes</b></big>
<blockquote>
<p>
As promised, here is the first look at the Tempest unlimited size sailplane. I purchased the Tempest to replace the Stratos I had been flying in unlimited. The Tempest is manufactured by Mark Triebes of Acme Flying Machines. Mark has been flying sailplanes competitively for many years so he is no novice when it comes to sailplanes and sailplane design. Mark did a tour of duty at RnR, so he knows proper molding techniques too. To the best of my knowledge, this is Mark’s first foray into the fickle world of RC sailplane manufacturing and my initial impressions of his first offering are quite positive. His web site is currently down, but you can contact Mark at: AcmeFlyingMachines (at) attbi.com.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="350" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="100%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest1.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest1_t.jpg"></a>
<br>The Tempest Unlimited size sailplane is the latest from Mark Triebes. Look for a full review coming to <b>LiftZone.com</b>.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
Mark chose the popular MH-32 airfoil for the Tempest. This airfoil is very similar to the popular SD 7035 airfoil. As a matter of fact, if you were making a foam wing using either of these airfoils, it would only take a few sanding swipes to turn one airfoil into another. That isn’t the case with the Tempest. The Tempest uses CNC milled female molds to assure accuracy in each and every wing. There is one unique feature on the Tempest that I haven’t seen on a sailplane wing before; there is no root rib. This allows you to look from the root all the way to the tip. I plan on making a lite ply root rib before I fly the Tempest. One thing I really like on the wings is that the flaps have been cut free and reattached using silicone. This allows the flaps to go down 90 degrees without putting a strain on the servos. The flaps appear to be about average size and the ailerons are fairly large. I expect the Tempest to handle quite well.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="650" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempest4.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest4_t.jpg"></a>
<br>Probably my favorite feature of the Tempest is the plug in tail assembly. This makes storage and transportation easier than a one-piece bolt on V-Tail. The ¼" carbon joiner assures that you won't blow up the stab during hard launches.
</td>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestroot2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestroot2_t.jpg"></a>
<br>One feature that sets this U.S. manufactured plane from its European competitors is the wing roots are open. I plan on installing ballast tubes both forward and aft of the joiner box, and then install my own root ribs. They aren't need for strength as the wing skin is quite solid. It's more for my peace of mind.
</td>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The V-Tails plug in and are in separate halves. One thing I dislike about most European sailplanes is that the V-Tail is usually in one piece, which makes storage and transportation a bother. With the Tempest’s plug in V-Tail halves, storage and transportation tasks are much easier. The forward half of the V-Tails has a root rib but the portion aft of the joiner tubes are open. There is plenty of strength in the V-Tails so I’ll leave them as they are.
</p>
<p>
<table cellspacing="0" cellpadding="0" align="center" width="650" bgcolor="#000000" border="0">
<tbody>
<tr>
<td>
<table cellspacing="1" cellpadding="5" align="center" border="0">
<tbody>
<tr>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestnose2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestnose2_t.jpg"></a>
<br>The manufacturer installs steel pushrods during the manufacturing process. All of the manufacturing is of the highest quality. I was impressed with the fit and finish of the Tempest. This one is definitely a 'keeper.'
</td>
<td align="center" valign="top" width="50%" bgcolor="#E6E6E6">
<a href="/articles/liftzone/2003/jun/thermal/tempestbottom.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempestbottom_t.jpg"></a>
<br>The Tempest has large flaps and ailerons so control authority shouldn't be a problem. The flaps on the Tempest are designed in such a way that getting 90 degree flaps won't put a strain on the flap servos. The flaps hinge on the bottom and are driven from the top. The ailerons are top hinged and driven from the bottom.
</td>
</tr>
</tbody>
</table>
</td>
</tr>
</tbody>
</table>
</p>
<p>
The fuse is molded in one piece and uses a slip-on nose cone. The wing rod slot was already cut and the alignment pin holes are pre-drilled also. This saves several hours of measure, measure again and measure one more time and cut. The carbon joiner rods for the V-Tails are already in place and the alignment pins for the V-Tails are pre-drilled also.
</p>
<p>
Basically all the modeler has to do to finish the Tempest is install the radio gear. There is more pre-fabrication in this model than I’ve seen in any other kit I’ve ever purchased. An expert craftsman has completed all of the difficult alignment tasks and that alone will save an estimated 5-10 hours of work.
</p>
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<a href="/articles/liftzone/2003/jun/thermal/tempest2.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest2_t.jpg"></a>
<br>Notice the tight fit on the wing to fuselage junction and the nosecone to fuselage fit. This plane is top of the line in every respect.
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<a href="/articles/liftzone/2003/jun/thermal/tempest3.jpg"><img src="http://static.rcgroups.com/articles/liftzone/2003/jun/thermal/tempest3_t.jpg"></a>
<br>The tempest comes in your choice of colors. I chose yellow tops and dark red bottoms. Mark's is done in lime green which is really impressive. Talking with others, the green is definitely a love me-hate me color.
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The Tempest shown assembled in the photo is as it comes right out of the box. All I did was plug in the wings and tail feathers.
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I am very satisfied with the craftsmanship on all of the parts on the Tempest. I’m certain the flying qualities will match the manufacturing. I’m excited about the Tempest!
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<big><b>Electric Soaring</b></big>
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Electric launch soaring contests are on the rise in the U.S. Tulsa Oklahoma's soaring club, Tulsoar is sponsoring a Speed 400 event on June the 7th. The only restrictions are stock Speed 400 motors and no more than 7, 1.2V cells. Scoring will be on a point per second basis with a minimal landing score bonus. The event was designed as an entry-level contest with fun being the primary focus. Tulsoar's field is a huge sod farm located south east of Tulsa.
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The Albuquerque Soaring club is sponsoring a similar event the 20-21 of June in Albuquerque NM. The difference between the two contents is that the Albuquerque event allows eight cells instead of seven. I'll report on the Tulsoar event in my next column. Until then, launch high!
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