The Tale Spinner
Newsletter of the Tri-Area Flyers

 http://webpages.charter.net/russpetersen/

(AMA Charter Number 4063, Radio Controlled Model Aircraft Club)

March 1, 2002, Volume 3 Issue 3

Meeting Minutes:          (Next Meeting: , March 12 2002, Excapees RV Park)

                            Minutes of the Feb. 12, 2002 Meeting of the Tri-Area RC Flyers

Anliker called the meeting to order since Wylie was in Victoria celebrating an anniversary (translated this means he is trying to make points so he can buy another airplane).  In attendance were Pyles, Anliker, Greene, Stuck, Mollerus, Takata and prospective members Jim Tolpin and Earl Yim.

The Treasurer’s report indicated total assets of $3002.05, comprised of $2610.56 in the bank and $391.50 in fuel inventory.  The fuel inventory consists of 19 gal of 10%, 4 of 15% and 7 of 4-stroke.

We now have 38 paid up members, as four did not renew their memberships.

Annual AMA insurance was discussed and we have decided to take out property owners insurance in addition to the regular club insurance.  It was pointed out that AMA is requiring copies of our bylaws and has given the clubs a year to bring their bylaws into compliance with what is deemed necessary by the AMA.

It was decided that we would start offering a volume discount on fuel whereby there would be a 1$ per gallon discount when buying 4 gallons or more at a time.

There will be regular Float Fly events on the Saturdays following our regular club meetings, beginning in May.  Russ will contact us by E-mail at 9:00 pm on Friday in the event it has to be called off due to weather or lack of interest.

The new Directors and their respective terms are:  Grant Smith – 3 year, Dick Benjamin – 2 year and Bruce Pyles – 1 year.  Bruce has volunteered to be membership chairman for this year.

Jim Tolpin and Earl Yim were welcomed into the club as new members.

Bruce Pyles will be attending the SW Regional Aerobatic Competition in Phoenix the 23^rd and 24^th of Feb. and will report at the March meeting

The Crash-of-the-Month Trophy remains in the hands of the past recipient as no one admitted to crashing in January

The meeting was adjourned at 7:55 pm.

Submitted by Bruce Pyles 

SOUTH TEXAS

February 3—I described Rebel Field last year, but to refresh your memory, it was a training base in WWII that is used by a crop duster these days.  The taxi strip is mostly patches and the runway has a lot of loose pea gravel, patches, and potholes on it.  It is not a model flying field, but the crop duster welcomes us.

It was a perfect flying day, clear, warm, and only a very light breeze.  Since the Stick 10 got to play the last time I prepped Hog Wild for flight.  I do a range check before first flight in each new location.  When all was in readiness I hit the fuel pump switch and…..nothing.  More frantic checks determined that the 12-volt battery was kaput.  I packed up while mumbling and fussing—this battery had to be replaced only last year while we were traveling.  I suspect it was overcharged.

February 7—Ron Jans, a flyer from Wisconsin, and I went out to Rebel Field in perfect weather.  This time I set up the Stick 10 and hit the fuel pump switch.  This time the pump motor ran but no fuel was being pumped!!!  Ron loaned me his fuel pump and I was able to get 3 flights in.  I was doing touch and goes on the last flight and having a great old time.  Then I landed for real and managed to hit one of the potholes knocking one of the landing gear legs nearly off.  Time for repairs.

Ron had his Thunder Tiger slow flier P-51 powered by a hot TT 25.  He had not flown since last October and was a little shaky at first.  His 3 flights went well until the last landing when a puff of air blew him up into a stall.  His plane sustained minor damage.   Since we both had appointments we packed up left.

February 9—I described the Small Model Airplane Society of Harlingen (SMASH) flying field last year and their upgrade plans.  Today is the grand opening complete with a ribbon cutting ceremony.  Ron Jans and I were there before many of the pilots and the field is beautiful. 

The asphalt runway is 800 x 50 feet and the brush has been cleared at least 200 feet away from the edges with the ground now planted in grass.  Just back from the runway edge is a 4-foot chain link fence and behind that is a concrete sidewalk for the pilot flying stations.  A 16-foot wide concrete taxiway connects the runway to the pits going through a 4-foot high chain link fence that protects the pits.  The pits are 10 x 100 foot concrete on either side of the 60-foot square concrete floored pavilion.  The pits have 16 workbenches complete with tie downs that are 2 ½ x 2 ½ x 8-foot concrete blocks.  The gravel parking lot is about 100 yards square with a grass runway and helipad under development beyond.  These guys are here to stay!

For the grand opening they had stacks of folding chairs, lots of portapotties, and a quality sound system.  They even had an ambulance complete with EMT on site all day!  After the flag raising and invocation they cut the ribbon with Chamber of Commerce representatives and recognized the people that were instrumental in making the field upgrade happen as well as the folks that had donated stuff for the grand opening.  Then they held a pilot’s meeting going over the safety and frequency control rules and it was time to fly.  Although it was clear and warm with the wind almost exactly down the runway there was a slight problem—it was gusting over 20 MPH at times and this condition persisted all day.  The flying was dominated by large, gasoline powered planes, but even some of them had a hard time landing.  There was a pair of scale Japanese Zeros that did some pretty good formation flying until the crankshaft on one broke in the air headed in the wrong direction—but he popped his retracts and made the runway in a perfect landing.  There were several Rookies and they seemed to handle the wind as well as anything flying.  There was also an Easy Sport 40 size ARF that went up several times that landed very well.  I should mention that many of the pilots appeared to favor landing on the Anliker part of the runway, perhaps for a “stickier” touchdown.  There was a very nice Balsa USA Eindecker that flew early, but the wind blew it around pretty badly and he made a hard landing on the grass.

They had 2 professional pilots present and they did their stuff in spite of the wind.  The first up was a 20 year old from San Antonio (his dad owns Rebel RC) flying a 40% Laser 300 L powered by a twin cylinder (Brisson I think) engine.  He did 3D maneuvers to music much like ice skaters do.  His plane had some scrapes on the rudder trailing edge from touching the runway while hovering, but it was too windy to do that.  He said he does not use gyros because they are not legal for IMAC competition—just 70% exponential and large control throws on surfaces that are moved by digital, ball bearing, 190 inch ounce torque, fast servos using a 6 volt system.  The second fellow, from North Carolina, flew helicopters in ways they were never expected to go—Inverted, loops, rolls, tumbles, and beautiful auto rotations.  He also did a lot of other stuff, but I don’t have names for them!!!!  These guys were the best I have ever seen fly anywhere, anytime and the wind did not seem to bother them at all.  Both of them did admit that they were not able to do some of their stuff because of the wind.

They also held 2 raffles—a TV for the non-pilots and a Futaba 6 channel radio for the flyers.  They had a concession stand that was rather cleverly setup.  It sold pop, chips, and hot dogs.  The pop was on ice, the chips in big baskets (pick your flavor), and the dogs were installed in the bun, wrapped, and kept in a cooler (probably with a hot brick or equivalent) to stay warm.

February 14—The wind gods took a rest this morning, so in spite of it being Valentines Day I loaded up for a quick flying session.  Ron Jans, my usual flying partner down here was not available and time was short, so I tore over to Rebel Field by myself.  No one else was at the field, so I was on my own which is nowhere as much fun as flying with a bunch of fellow enthusiasts.  For a change all my gear worked properly and I banged out 3 quick flights on Hog Wild before tearing back to my bride.

February 21—Ron Jans picked me up just after 9:00 and we headed for the newly dedicated SMASH flying field about 15 miles away in perfect weather.  As luck would have it, no one was there and the gate was locked.  The only option was to drive back the other way nearly 25 miles to Rebel field.  The wind had picked up pretty good by the time we got there, but we got in a few flights anyway.   The wind got strong enough that I was able to do a vertical landing with Hog Wild, something I had not been able to do since the crash last year.  Then we both had to go home for non-flying adventures with our spouses and friends.

February 23—The Edinburg RC Club puts on an air show every year as a fundraiser.  Their flying field is on a section of abandoned runway at the Edinburg Airport that is located well away from all full size activity; in fact, there is very little air traffic and it stays far away.  Their runway is about 200 x 700 feet of asphalt and is showing its age.  They are trying to raise $5,000 to repave it.  There is a chain link safety fence on the very edge of the runway for about 200 feet to protect the pilots.  The pit area is immediately behind the flight stations and is about 60 x 200 feet of nice grass.  They have a centrally located shade and work area about 60 feet square.  They brought in a couple of small grand stands and 4 port-a-potties for the air show, put on a raffle for a TV, and had a snack bar.

Ron Jans picked me up about 9:30 (the start time for the show) for the hour-long drive to the field.  When we got parked there was a helicopter and several airplanes in the air, but we had not missed anything of interest.  It was a very nice day for flying with a gentle breeze blowing directly down the runway and clear, blue skies.  The pits were covered with about 2 acres worth of big, gas-powered airplanes including many war birds.  There was an 8-foot wingspan PBY complete with retractable landing gear and wing tip floats that I lusted for.  Flying was almost continuous with 3 to 5 planes in the air most of the time.  The regular size glow-powered airplanes formed a very small minority in this crowd and really did not look very impressive alongside their larger brothers.

The formal show part of the day was held between 11:00 and 2:00 with the rest of the day being more of a fly-in.  I guess the plane that most impressed me was a 14.5 foot wingspan scale model of the B-29 Enola Gay.  It could barely pass through the 15 foot wide opening in the safety fence.  The plane was flown by its owner B. B. King of Houston and has been shown in several of the model magazines the last couple of years.  It is powered by 4 4-stroke engines and was very quiet both on takeoff and in flight.  As part of the show they opened the bomb bay doors (very fast) and dropped a scale model of the “A” bomb right on the runway.

One of the Houston IMAC guys put on a great acrobatic show with his 1/3 scale laser 300 L powered by a Brisson twin with about 14 horsepower.  He did hovers down to about 3 feet, a fully stalled rolling circle, and many other exotic maneuvers that I could not even describe.

One of the locals brought out his B-17 that was not much smaller that the B-29 for what must have been its maiden flight.  All went well until the plane lifted off and then a severe tail heavy condition manifested itself.  Somehow the pilot managed to get it around the pattern and back on the runway, but then he left to change his pants.

One of the guys had a pretty big airplane that dropped an R/C parachutist that was flow fairly close to the runway.  Snoopy’s dog house put in an appearance and this one flew as poorly as all the others I have seen.  There was also a very well done lawnmower that did fly quite well and even did loops and rolls. 

The grand finale for the day was a 9 plane combat event using 20-foot streamers.  The guys were not proficient combat pilots and ended up spending all their time trying to not have a mid-air.  As a result, there were no streamer cuts, no midairs, and not as much fun as there could have been.

Surprisingly, there were no electrics at all, not even on display.  Don’t think I saw any at the grand opening earlier in the month, either.

Congratulations Letter:

Dear Sir,

The Tri-Area R/C Club of Port Townsend, WA would like to extend its heartfelt congratulations to you and your membership.  It takes a lot of money, effort, and dedication to turn a rather rundown facility into a first class flying field.  You have accomplished this with flying colors and are the envy of the vast majority of fliers. 

I felt that your field setup for the dedication was first class from top to bottom.  The dedication was dignified, appropriate, and very well done.  The flying was intimidating to folks that were not used to the wind, but your pilots really did well as I saw no crashes and only a little damage.  The IMAC and helicopter demonstrations were superb given the conditions.

I have attached a copy of the description of the field and opening ceremonies that I wrote for our newsletter.

Sincerely,

Kit and RC Product Reviews and Comments:

Great Planes PT-40 MK II Trainer

When I was looking for a trainer to build that had stable and self-correcting flight characteristics, I remembered the Top Flite Sierra trainer that I learned on.  Since Top Flite no longer makes this terrific trainer I went with the new Great Planes PT-40 MK II which I thought would have the qualities that I was looking for. This new improved version of an old favorite is based on the very popular PT-40 trainer that won “Model of the Year” a few years back. Great Planes has incorporated interlocking I-Beam Wing construction for the wing into this new kit and also improved the construction and instruction manual for this airplane. The other improvements I found during building include; a stronger and lighter fuselage, self-locking alignment, and it looks good.  This new kit uses 3/16 landing gear wires, which increases the aircraft's ability to sustain heavy landings (and we all know how to do that one!) The radio equipment tray is roomy and offers the most advantageous location for balance within the fuselage. 

My completed PT-40 MK II (this picture was taken after the first flight)

KIT FEATURES:  The kit comes in a colorful box measuring 40" x 8" x 5". Inside, the wood is securely nestled and banded or bagged for safe transport. The plane is constructed from balsa, lite plywood, and a couple of dense aircraft grade plywood parts. Most all parts are die-cut and the quality of the wood is excellent.  The die-cut plywood is very easily removed for construction.  The kit includes an Adjustable Engine Mount, 3/16" Landing Gear, Pushrods, Two Sheets of full-size Rolled Plans, 64-page Illustrated Instruction Manual (it also covers construction of its smaller cousin, the PT-20 MK II), all Balsa and Plywood to build the trainer, an Extensive Hardware Package (that leaves out only those items which are normally a pilot's choice) and a CA Hinge Strip. Tower Hobbies Kit Price: $54.99.

REQUIRES:  Radio: 4-Channel w/ 3-4 Servos (4th servo for ailerons) Engine: .35-.46 (2-stroke) or .40-.52 (4-stroke), Misc. Items: Fuel tank (8oz), wheels, wheel collars, fuel tubing, 2-1/4" Spinner, Building and Field Equipment.

SPECS:  Wingspan: 60" (1520mm) Wing Area: 672 sq. in (43.3 sq. dm) Length: 52.5" (1335mm) Weight: 5-6 LB (2270-2720g) Wing Loading: 17-21 oz/sq. ft (52-64 g/sq. dm) Airfoil: Flat Bottom, High Wing CG Location: 4 7/64" behind wing L.E.

WHAT I USED:  Radio Used: Futaba Conquest 4-Channel, Engine Make & Disp.: Magnum GPA .46A, Prop: Master Airscrew 11X6, Tank/Size Used: Great Planes 8 oz., Monokote: Yellow/Black/Red, Weight, Ready to Fly: 5.5 lbs., Wing Loading: 19 oz./sq. ft.

CONSTRUCTION:

After looking through the detailed, easy-to-follow instruction manual that features step-by-step photos, expert tips, and helpful hints, I decided to build this plane so that the typical beginner could easily learn to fly RC airplanes. You can build the wings on the MK II version in two different configurations, the first being a pure trainer “A” type wing with increased wing dihedral and a rubber band attachment to the fuselage. The second version of the wing is a “B” sport version, this having less dihedral and sporting a bolt-on wing. Either version may use ailerons although the PT-40 could be easily flown on 3-channels with rudder,  elevator and throttle.

TAIL FEATHERS:

The tail feathers are 1/4" sheet balsa glued together to form the shape as indicated on the plans. The fit of the parts was excellent and the tail group is a piece of cake. Once assembled, the tail feathers are then sanded to their final shape as shown on the plans. The vertical fin is reinforced with triangle gussets at the base for a strong joint.

FUSELAGE:

The fuselage is a simple box-type.  Several die-cut parts are required for each fuse side and they are reinforced with ply and balsa doublers.  Almost all fuselage parts were die-cut, and only a light sanding was needed to get all parts to line up and fit exceptionally well. I put the fuselage together in two days using thin and medium CA (it could be done in a single evening if desired, but there's no need to rush it!)  The instructions will assist you in making either of the two versions “A” or “B” as you proceed with the step-by-step check-off boxes.  Since I wanted this airplane to teach beginners with I elected to build the trainer or “A” version. The formers were glued to the sides and I used CA adhesive throughout most of the construction.  At the fire wall, F-1, the blind nuts for the engine mount and then F1 is secured it in place with  30-minute epoxy. Once the epoxy set, you place the rest of the formers in the fuselage sides, followed by the balsa top and bottom sheeting. Pushrods are also installed at this time, along with the remaining fuselage sheets that form the canopy/windshield and doublers. By placing the fuselage on the plans I was able to construct a straight fuselage! OK, I admit it! This was mostly due to the number of interlocking parts that assured a straight piece of construction.  Fitting of the engine was  next, and the supplied engine mount is great. It is adjustable which allows a very wide variety of engines to be used in the aircraft. I installed a 2-cycle Magnum GPA .46A engine. This engine his a rear mounted needle valve, which adds about 2-1/2 inches more clearance between your fingers and the prop. Good idea!

Once the fuselage was framed up I attached the tail feathers with 30-minute epoxy.  Care should be taken here to insure the horizontal stabilizer is level with the fuselage top and at 90 degrees with the centerline. The vertical fin must also be on centerline and 90 degrees with the horizontal stab. I always use the pin and thread method and the instruction manual covers these steps very well.  

WING:

Of the two wing configuration options, A for the beginner, or B (with ailerons and less dihedral) for more aerobatic flight, I went with wing A and chose the optional ailerons. The instruction manual strongly suggests this wing be used without ailerons for the first-time pilot.  Great Planes also suggest the ailerons should be attached at this time, but locked in neutral for the first flights. Then, when desired, the additional servo can be added and ailerons activated. Having flown both 3 and 4 channel airplanes, I have found that the availability of ailerons greatly helps the student (and in some instances, the instructor) control the airplane better than elevator and rudder alone. The thought of later installing the aileron servo and re-balancing the airplane seemed strange to me.

I decided to use the bolt on method of attaching the wing, as opposed to the rubber band attachment method. Parts and instructions are included for both methods of securing the wing, however (bolts are included, rubber bands are not).  The wing took the most time, mostly due to the strong, warp free construction that resulted from the above average parts count. Part of the wing is sheeted, and both top and bottom leading edges, and an additional spar on the bottom is used. The I-Beam method of framing up the wing has all the ribs glued to both top and bottom spars along with the leading and trailing edges.  One unique feature of building the wing is the built-in in washout. Two plywood jigs are temporarily fixed to the tip rib, and then all the wing sheeting is done, resulting in permanent washout. You have to be careful when lining up the jigs.  The round part goes under the leading edge, and the square part under the trailing edge.  Because of all the built-in washout, no twisting of the wing is needed while covering which I found to be a plus.

Since each wing section has a flat bottom, it can be built on any flat surface. Wing framing can be done in one evening, and even beginner builders can easily do it in a couple of evenings.  The instructions are written for both wing types so you must pay attention to the notes that direct you to build either the trainer or sport version of the wing during the wing assembly. The sport version has a wood dowel at the leading edge and you will use different ribs at the very center than the trainer version, which uses rubber bands to attach the wing to the fuselage. The sport version ribs are further reinforced with lite ply rib doublers. What I did when building the “A” wing configuration was to add the extra doublers and the dowel designed for the “B” wing for bolt on attachment to the fuselage. I also double-checked the instructions to make sure I could incorporate the advantages of the “B” wing into the “A” wing I was building. I found that with a little extra work it all goes together nicely and gives the wing the extra reinforcement.

Once the framing is completed, the leading edge sheeting and center section sheeting is accomplished.  When installing the pre-shaped leading and trailing edges the instruction manual tells you to look for the pen marks on the edge parts to show which side is the top.  Also, by comparing the parts to the plans, you can tell which way is correct.  The ailerons are attached at the trailing edge, as are the center section trailing edge and wing tips. Torque rods are used to actuate the ailerons from a single servo mounted in the center of the wing.  When the wing was fitted to the fuselage, I was careful to properly align and mate my modified “A” version wing due to the wing bolts being a one-time installation. Of course with rubber bands, you can slide the wing around until you're happy with the alignment. The final task on the wing is reinforcing the wing center section with fiberglass tape and resin. The instructions also tell you how to accomplish this using thin CA adhesive but I prefer epoxy resin for this step. Either way is very effective and easy.

Here is my framed-up PT-40 (shown without the control surfaces installed)

  SUMMARY:

Construction of the PT-40 is an easy, relaxing and fun project.  I encountered nothing strange or difficult to accomplish. The detailed instruction manual is loaded with pictures and drawings, and the two sheets of full size plans will result in a well-built model. The instructions are geared to the first time builder and thoroughly states which parts to glue and when and also what kind of glue to use on each.  I found many helpful hints throughout the instruction manual as well.  No construction problems should occur with when building the PT-40 MK II.

When covering, two rolls will do nicely.  I covered my PT-40 MKII entirely with Monokote and used four rolls,  due to the four different colors that I used to trim my plane.  I also used the supplied CA hinges on all control surfaces.  When the Magnum .46A was bolted in place during construction, very little trimming of the fuselage required, just a little on the right nose block to allow for clearance of the muffler. This 2-cycle engine features ABC type construction with Schnuerle port design for good power delivery. The engine comes with an effective expansion chamber muffler which helps quiet the engine. I used a Master Airscrew 11 x 6W prop and a Great Planes spinner.  The supplied 3/16’’ landing gear is far better than the standard 5/32” wire normally encountered with trainer kits, but few wheels come with axle holes that size. I found that I had to drill out the standard 5/32” holes to accept the larger wires. I think it’s worth it to have a stronger landing gear!

The servo tray fits extremely well and allows for easy positioning when balancing. Once proper balance was obtained I secured the servo tray with 30-minute epoxy, although CA would do as well.  The battery is tucked under the tank.  I always balance my airplanes slightly nose heavy which gives a little more stability when landing. I found that installing the radio gear was very easy and the pre-cut pushrod holes were aligned perfectly.  My PT-40 MK II came out with a wing loading of around 19 oz./sq.ft. and required ¾ oz of weight on the tail feathers to balance it properly.  My airplanes flying weight is 5.5 pounds, ready to go.

TEST FLIGHTS: My first flight took place in June 2001 and it was a beautifully clear day with a slight northerly breeze.  There were a lot of flyers at the field which made me a little nervous seeing how this was a new and untested airplane!  After bolting on the wing I performed my usual range checks and a last minute pre-flight controls and connections inspections.  In about ten seconds the Magnum .46A came to life and with very little high-end adjustment I was ready to try some taxi tests. This airplane handles great on the ground with the recommended rudder throws.  I positioned the airplane at the end of the runway and gave it full throttle. I was surprised to learn that only a small amount of right rudder was required to maintain a straight line on take-off.  Around 60 feet I applied a small amount of up elevator and my PT-40 MK II was airborne, smooth as silk.

It was evident that the Magnum .46A had more than enough power so I throttled back to about 1/2 throttle. When the airplane began to slow to the flying speed I prefer for a trainer, I tried out some basic maneuvers.  I was surprised about the sensitivity of the ailerons and rudder at this speed.  When making a turn you only need a slight amount of stick movement using the control surface throws set according to the instructions.  The downfall of the “A” wing configuration is during a roll maneuver.  The extra dihedral requires rudder input to complete a roll with the aileron controls set as recommended.  Loops from level flight are smooth and easy to complete.  If using a radio with dual rates I would suggest setting the low rate at 50% and the high rate at 100%, of the recommended amounts to start with and adjust the controls to your flying style later on.  With the amount of washout designed into the PT-40 MK II the stalls are very gentle and the airplane shows no tendency to pitch to either side.  During all the stall tests that I made (and I had to really force those) the airplane stalled straight ahead.  Once trimmed, this airplane easily flies hands-off, has excellent stability at 1/2 throttle, yet can recover quickly if placed into a bad situation. Even with the A-style wing, many maneuvers can be completed, such as rolls, hammerheads, and loops, but I found that inverted flying is difficult to achieve.  I base this on the wing having a lot of dihedral as it is designed to fly right side up.  I guess if you can master inverted flight with this airplane for extended periods, then you know you're ready for a more aggressive airplane.

Landing the PT-40 MK II is easy.  This airplane will glide for a very long time, so by simply throttling back and holding the nose level it will settle onto the runway.  I found that if you want to put the PT-40 MK II through some aerobatics, it is strong enough to perform almost anything in the book, especially with this power plant behind it.

Overall, the PT-40 MK II version has filled my need for a trainer airplane.  I feel that this airplane is all around a better trainer airplane than Top Flite Sierra I was looking for, and it was easier to build!  I believe that the PT-40 MK II will do exactly what it was designed to do… teach pilots how to fly.  I would recommend this kit to anyone who is a beginning builder or flyer.

I liked the ease of construction, detailed instruction manual, good plans, parts fit, and the good flying characteristics.  I found no faults.

FUTURE PLANS:  I have flown my PT-40 MK II trainer off of  grass, pavement and dirt and plan to attach floats for lake flying. After researching some float data I have decided to go with fiberglass covered foam floats that are 36 inches long.  This length would equate to 70 pct. of the fuselage length, which I feel is adequate.  This will increase the weight of my airplane by a little over 1 pound. Even at 6.5 lbs. it should continue to fly like the excellent airplane it is. If anyone wants a nice, easily built trainer for a new float-flying project, I highly recommend the Great Planes PT-40 MK II as the kit to get.  For those who are into ARF’s, Great Planes now has the PT-40 MK II as an ARF. This version sells for $119.99 and is available from Tower Hobbies (www.towerhobbies.com).  

Kit Review by Jim Montell (Tri Area RC Flyers)