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Warbird News:
Troy Built Models is a sponser for the 2008 US Scale Masters! Look out for our noon demo at the show! Scale Masters 2008 page coming soon!
 Recently Made Pages: -TBM 93" Zero ARF page is up! CHECK IT OUT! -TBM 93" P-40 ARF page is up! CHECK IT OUT!
P40 Prototype Below
We call this new line of warbirds aero-warbirds because they bring warbirds up to a whole new level of performance. These are nearly as aerobatic as traditional aerobatic planes like Yaks and Extras. Piloting one of these planes will be an experience you don't want to miss.  There will be a full line of warbirds in many sizes. Look for over a dozen types, P-40, P-51, BF-109, FW-190, Zero, P-47, Corsair, Yak-3, Mig-3, Bearcat, P-38, Spitfire, Texan, Sea Fury and more. They will be in sizes from 50cc to thundering 250cc versions. See what full scale instrument panels look like! Click Here! These planes will be innovative. They will be easier to assemble than any gas powered warbirds. These ARFs will have fuel tank, hinges, canopies, landing gear and more installed. Where possible the fuselages will have the portion of the wing with the landing gear and flap installed permanently so that the plane will be on its landing gear for transportation. This will make it very easy to set up at the field. Just roll it out of your vehicle on the landing gear, pop on the outer wing panels, and fly. No more hassle of flipping the plane over or standing it on its nose to install the wing, and having to connect the flap extensions and the air lines. The are in permanently. And performance is literally breathtaking. These are made for speed and aerobatics. These are the fastest Warbird ARFs. Speeds in excess of 170 mph are possible! When these planes wind up with a 16 or 18 pitch prop out of a split S, the plane roars down the runway at speeds never seen before. But - they have extremely low wing loadings, the same as a Yak or Extra, and are virtually impossible to stall. Most aerobatics are possible including knife edge loops, blenders, flat spins, torque rolls and more. These planes do it all.  Mufflers are very important. We are developing a new line of mufflers for these planes. To complete the scale outline, the mufflers must be compact. Yet for high speed we need high rpm, up to 10,000, so the muffler cannot be restrictive. But, since no canister mufflers can be used we want the mufflers to actually muffle! This is tough, but we are up to the challenge. Propellers which can get a plane up to high speed are not readily available. We are performing tests, and we have some very capable props for the DA-85. A simple (but not too accurate) way to estimate the speed of a plane is to multiply the prop pitch by the rpm/1000 and then multiplying by a factor of 1.0 to 1.4 depending on the parasitic drag and speed of the aircraft and the diameter of the propeller. Keep in mind that the engine rpm increases in the air. In a full throttle dive the rpm can increase 30% or more from the static rpm on the ground. The lower the pitch, the higher the rpm gain. This is a difficult way to estimate what the speed will be unless you already have a base point. However, for instance, to calculate the speed of an airplane with a 16" pitch prop turning 8,500 rpm (in the air) multiply 16x8.5x1.2= 163mph. Most aerobatic planes with DA-50 engines use a 23x8 prop turning 8,000 rpm in the air for about 8x8x1.4=89 mph (which is close to our actual measurements using onboard equipment). A DA-100 turning a 28x10 prop 7,000 rpm calculates at 98 mph (we measured 97 mph). Keep in mind that the smaller the diameter, the less efficient the prop is, so the factor used is lower. The best way to actually know the speed of the plane is to use on board equipment. Just keep in mind that the higher the pitch and the higher the rpm the faster the plane will go up to a point where the prop is very small in diameter and inefficient.  Retracts are being developed for these planes. While Robart retracts are designed to fit, Robart is very backlogged and can't get gear out quickly. We have developed some unique retracts which work with air or servos, your choice. They are made in the USA, though are cost competitive. These planes will all be IMAA legal by being at least 80" in wingspan. These planes will be ready for Fun Scale. Photo documentation will be supplied for each plane and each color scheme. We will usually offer each plane in 2 different color schemes which are replicas of full scale with links to the full scale photos, and also in an ARP (Almost Ready to Paint) version. These planes have fiberglass fuselages with panel lines and rivets. The wings are balsa with light glass. The ARP versions allow you to paint your own scheme.  A variety of engines can be used. We will do the bulk of our design work and testing around the DA-50, DA-85, 3W inline 157, and RCS 250cc radial engines, though Zenoah and others will be in the mix as well. The pricing will be as affordable as possible. They will be 1/2 the price of most of the builder kits available today, though they will be very complete, and already built. |
WARNING - Gasoline and Turbine powered aircraft are not manufactured to withstand unlimited G's. Any aircraft can fail, be it a wing folding up or a fuselage breaking in half under too high of a load. Just as any full size aircraft, model aircraft have a maximum G rating. Because you are not in the plane flying it and experiencing the G's and reading the G-meter, it is more difficult to judge the G's on the aircraft, and it is very easy to exceed the limits of the aircraft. Understand that if you perform a snap roll, parachute, wall, blender, knife edge loop, or pull hard on the elevator at almost any speed, you can be putting in excess of 15 G's, even in excess of 30 G's, and most aircraft can only designed to take 10-12 G's. If you perform any violent maneuver, you can break your plane. When I perform hard maneuvers, especially for the first time on an airframe, I am prepared for a failure and am prepared for it as best I can be. This mainly includes performing the maneuver far enough away from spectators that in event of a failure that I am not endangering others. In addition, be prepared for the manufacturer to not pay for a new airframe which is broken during flight. It is common practice for any manufacturer to not replace an airframe which breaks in the air or upon landing. I have only seen manufacturers replace airframes when they have received many of the same failures and the manufacturer determines that there was a design or manufacturing error. If you break an airframe, and you are the only one to do so, then it is probably not the fault of the manufacturer. Please fly safely, and avoid full throttle operation other than at low airspeeds.
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