| CliMax Delta This Sport Delta is a real performer, and with a hot .40..50 2-stroke up front, ave you reached the point where all the availabe kits seem to be about the same? Where all your planes are saistying, but none really thrill you? Are you suffering from a lack of Contrast in your flying stable? ‘CliMax could be te alternative yousesk This sleek delta never fails co attract attention; i looks different and it cenainly Ais differently. This is not an aizceaft for the inexperienced flier — but if you can handle high speeds and very high roll rats, CCliMax will add some spice © your fying Learning to fly this type of airplane wel, ‘will make you a far better, more versatile pilot ‘The design includes low frontal area for high speed potential, ow wing loading for ‘maneaverability and slow speed capability, 4 short wingspan for a high roll rate. powerful eleven control, and excellentpiich Stability The delta wing planform is not apanacea of design that will o everything: afterall. By Clay Ramskill it's sure to provide plenty of excitement! how many do you see around the local airport? But you'll likely find some at miliary airfields, worldwide, where theit speed potential, igh maneuverability, and stall characteristics make them ideal for ‘combat purposes. And your first fl ‘model was most likely a delta; if you folded your sheet of tablet paper correctly, i flew wel Design Philosophy: I prefer my designs to look ikea full-size plane — in this case, a relatively small,CLIMAX Designed By: Gay Ranstil TYPE AIRCRAFT Sport Delta ‘WINGSPan 40 Inches ‘wine cHoRD 18 Inches (Ag) TOTAL WING AREA 685 Sq. In wine LocaTion Low Wing AIRFOIL Symmetrical \WING PLANFORM Data Leno EDGE SWEEP DDIHEDRAL, EACH TIP Nore OVERALL FUSELAGE LENGTH 46 incios RADIO COMPARTNENT SIZE (0 18" x) 2" x CH) 296" STABILZER SPAL STABILIZER CHORD NA ‘STABILIZER AREA NA STAB AIRFOIL SECTION NA STABILIZER LOCATION NA VERTICAL FI HEIGHT © inches VERTICAL FIN WIDTH (ne. ru.) Tis Inches (v9.) REC, ENGINE SIZE 40-48 Ou. In. stroke FUEL TANK SIZE 8-10 Gs, {LANDING GEAR Trayele REC, NO. OF CHANNELS 4 ‘CONTROL FUNCTIONS Eleons, tud steering, tro ‘BASIC MATERIALS USED IN CONSTRUCTION Fuselage Balsa & Ply Wing 22 Balsa & Ply Empennase Balsa WU Ready To Fly 76:84 Ors (19-5¥/ Lbs) ‘Wing Lozting 165-1822 (2./Sa. Ft Forward turtledeck partially planed. ‘Sides and formers ready for assembly. perhaps home-built aicraft. The mods! ‘must have provision for and interior volume fora pilot; about 16 scale for CiMax. My planes must slow down to land easily on a 200'-300" runway, They must be strong enough to last through hundreds of sport flights, and the occisional hard landing. ‘Ané above all, they must perform, and perform with an inexpensive sport engi Power: CliMax was designed around the Fox 40. The deluxe (ABC) version is recommended for its power, smoothness, resistance 10 flame-outs, plus it's very lightweight. But any song, high-rewing 40-45 will do, the lighter the better for balancing considerations. Above all, the ‘engine should be reliable — CliMlax glides nicely, but not very far! Radio: ‘Any 4-channel radio willdo, with the wse ‘of the sliding servo tray. If you have a unit that supports electronic Foll and pitch mixing (elta mix), that should work, cutting the servo loads in half, Do not use slow servos, oF you will have an airplane that is quicker than your serves. The Futaba 48 series servo hes proven t be plenty fast and powerful enough, CONSTRUCTION General Notes: The key toachieving light weight isto use light wood so seleef your balsa very carefully. The design is strong enough 10 tolerate this, although pithy wood should be avoided for spars and the fuselage sides. CA glues were used exclusively except where noted. ‘Check your 1/2 going too far — if it ‘may have to adjust the comers ofthe frames inthe ear fuselage section. Obvieusly, this, is best done before yous cut them ovt! The ‘same caution applies to 18" lite ply. which often shrinks to 3/32" during shipping, somehow! The arrangement of the rudder and nose gear steering NyRods is a bit uncon ventional — they are arranged this way so that as the NyRods expand and contract, both rudder and nosewhee! will shift the same diection. Thus, when you timup the rudder before flight, the nosewheel sill tend to center aso, The plans are drawn for a flat battery pack; a square pack could be installed with some structural modification. Note the ‘witch location, roughly 1/2 way between the battery and the recelver — you may want to cieck the length of your Wiring 10 make sure your radio will fi “The plans allow for either an internal or ‘extemal antenna, your choice. Fuselage (Cut cut the ses from 3/16" x 4°” x 36" lite balsa, Glue on extensions tothe rear to complete the length requited. Cut some 1/2" stipsof lite ply forthe doublers (inner truss), cat fit, and glic on as indicated, a6 accurately 2s\ possible. Note that the forward part ofthe truss will esteblish the Rear turtledeck section. 199198 Fitting the canopy. ‘dummy rudder and art tuselage blocks tack glued in place. Forward fuselage, rough sanded. Battery compartment hatch.squareness ofthe fre wall, and thatthe truss is located 1/16" above the wing saddle, 10 allow sanding as necessary fora good wing fit. Glue on the 1/8" x 1/4" saddles forth cockpit floor, and the doubles just forward of tem. Add the triangle stock tothe ear of the sides and also, mark the bulkhead locations. Cutoutthe fre wall(1/4" aircraft ply) and the bulkineads (1/8" Tite ply), add Adoublers, and eril for NyRods and antenna, Drill the wo 1/4" holestor the wing dovels into bulkhead B. Install blind ruts for the engine mount and the nose gear mount, Main landing gear blocks instaled. Starting the wing. Note alignment along the leading edge. y= 7" ‘ensuring that your nose gear stering arm will fit in-between, The bottom of the engine mount can be ground off a bit if rvcessary, With both engine and nese gear ‘mounts tightly in place onthe fie wall drill right through the nose gear hole into the engine mount with a 5/32" drill, Enlarge the hole inthe engine mount to 11/64" after ithas been removed from the fire wall Now the fuselage can be framed up. staring from the fie wall and working aft Ensure squarenessallardund as you do ths, ‘Adding in the cockpit floor and tr-stock in Formard part of the wing, with bracing. the fuel tank bay at this time will help «2 keep the assembly square. Before adding any topdecking, [recommend ins ‘outer NyRods. throtle cable sheathing. antenna guide Tubing. and Tite ply servo trays. (Note: If using one of the heavier engines, the rudder and throttle servos can be placed atout 1°” farther to the rear.) Install he cross-grain 1/16" balsa along the top trom the cockpit back to bulkhead E. Cat holes in the tp for the servas 10 poke through, making sure that there is space for the servo leads to get into the fuselage ‘Wing sheeting, outer leading edge yet to go. 195196 proper. Add the 1/4” x 3/8" hardwood eross pieces to the lower rear of the fuselage. Cut 1/4” sheeting roughly for the forward top decking, and for the fuel tank bay hatch, Also cut the cowl sides and bottom from 3/8" sheet. I built up the cow, then glued it onto the fire wall area; the bottom block will have to be relieved corsiderably in the area of the nose gear ‘mount, Cut outthe rightsie tallow engine aceess, and fit the engine, After adding the Mdoublers 1/4" x 1/2") onto the bottom of ‘he op sheciing, and cutting engine access, thetop decks can be glued onto the wpback 10 the cockpit. Now, for the urledeck? Planking really isn't that big of a deal, and it gives you a ligh, strong, and smooth structure. Cut cut the turtledeck formers and pin tothe top, checking that they all line up evenly on tp. Sand or move the formers slightly uatil they Ao, then glue them on. Cot 12 planks from 3/16" soft balsa, 14%" long, 1/4" wide at the back, 1/2" st the front Start st the bottom of each side, and work your way to thetop. Taper the lower edge of each plank by planing or sanding so thatthe plank: will fit. Sand the formers flat where the plank will fit and glue oa, stating atthe front end (leave a bit of overhang), and twisting and sluing tight on back. Work your way up from each ide and you shovldend up witha reasonably centered gapon top. It willtake some extra effort to make the “topeap” fit, 48 you probably wor't have straight lines anymore. Now, sand the worst parts and fill any gaps with 2 light filler (Model Magic, tc), but leave the bulk ofthe sanding until the restolthe top deck iscomplet. I'you're violently against the planking method, the plans show an opei! structure layout, as wall ‘Before completing the rear top deck block strocture, make a dummy rudder out ‘of scrap 14" balsa, Inset it, aid check for ‘raighiness with the fuselage, both inline, and vertically. Now, while is easy, eu oF fill the rudder braces until the dummy fits Froperiy. Then you can make up blocks 10 fit the rest of the top deck, around the ‘dummy. Tack glue them on so they ean be removed after sanding. “The whole fuselage can now be planed ‘and rough sanded to end vp with « round nose tot the spinner. You can get the rear prety round aso, Use the plans as a guide marking where the canopy will go so that ‘area can be efi flat, Make up the fin and nidder, complete with hinges, and rudder linkage with ball coupler. The plan is 10 install the fin/rudder as a completed assembly. even covered if you desire Remember that you want the rudder to have at Jeast 45° of movement exch way. Wing: ‘Alter you've cut out all the ribs and the spars, make up the 1A and 1B ribsint lett and right number I rib. Add inthe lite ply doublers aroand the landing gear block cut-outs, Lay down some Saran Wrap over the plans, on a flat board, ard pin down the trailing edge and the secondary spars. The ‘wing is builtin one piece and is fatal the ‘way up othe secondary spars, butno. tothe ‘main spars. Lay in the main spars, and loosely pin. Now, for the fun pant — each rib will have to be fited individually for _g00d glue joints. As you do this, pay close fatemtion (9 the frontline, and ensure dhat the sib ends at the line where the Teading ‘edge will glucon. Note — some serap balsa to simulate the fuselage can be put in-between the 1A bstocnsure they will fit properly. Do not shoot for tight fit — the space between the bs should be about 132" wider then the fuselage. IF you are satisfied, glue the sibs to the wailing edge and secondary spars — but not tothe main spar. When they're all in, cut and fitall the top spars, and add the inner leading edges after beveling the ribs. Plane and sand the leading edge and the tailing edge fair with the ribs. Add in all the corner bracing and tricbraces at this point, as well as the ply ‘brace up from, Using a long sanding block,sand the ribs a bit to even them up and to hevel them for a beter gluing surface Now unpin ang flip the wing. pinning it down securely again. Glue in the lower ‘main spar, and cut the secondary spars for the landing gear blocks. Glue in the landing seat blocks when you'te satisfied withthe fit. Add on the wailing edge sheeting. and fit 2 16" x3” x36” piece of balsa over the front of the wing, back tothe center ef the main spar. The piece you cut off stould be justabout rightto but-gluein the area inthe center where the 3” width isn't enough. To glue this piece on, 1 make some marks so I now exactly where it should go on the main spar. Then I put aliphatic (like Quicksand) slucon the nibs, and slow CA onthe leading ‘edge. Line up the sheet on the spar, roll it ‘over to the leading edge and hold until the ilue sets. Then I put some more CA on the spar, and roll the sheet tightly tack (0 the spar and press in place. Cut x pice for the area between the main and seconday spars and glue in, The center shecting can also be put on now. Note thet the center sheet should be one piece all the way through. Unpin again and flip. Before adding any sheeting 10 the top, putin the webbing on the rear ofthe main spar. Ada jn fill where the hold-dovin bolis go, andfitinthe second ply ceater beaee, along with fill along the ‘enerline forward as shown on the plans At this point you should be ready to sheet the top ofthe wing —as aways, bo cureitis pinned fla befoce you sheet. Nowthe outerlesding edge can be added, planed, and sandedto theaitfoil skape. Add wingtips and the center (fixed) elevon section with the elevon hardware —notethe bend in the links. Add 4-6 o2. fiberslass to this area, as well as the sheeting joins forward. Cut and glue on the capstips, and you're pretty much done. Elevons: Built-up clevons are shown on the plans. Constructed upside down, they end up fat (on top and have a “twist” on the botiom surface. They are very light andstrong, with high degree of resistance to twisting. The varying shape and ineriaalongthelength of the elevons cause them t be virtually impervious to any flutter problems. Note that the elevons must be sanded to a wedge in front so that they can travel atleast 45° ‘each way. Mixer: ‘The sliding servo mixing scheme has been in use 2 long time, and works very well. The anit shown on the plans is sized for $.28 type servos. If you don’thave any blue NyRod sheathing, Someone you know docs! Just be sure that the brass tubes are perfectly parallel —— drill both end pieces together, and put the tubes on something level when you glue. Don’t ase thin CA: it will wick out the tubes and. gum up the Works! And do sand the NyRods, 50 epoxy will ick beter tothem when you tach the Seno tray Cut the hole in the wing so that the completed mixer will fit snugly, leaving a hole forthe servo wires to exit. Glue in Securely. then CA some strips of light fiberlassaoundthe edges. Check tomake sue the rol servo wire has enough slack 10 accommodate full pitch tavel without Stretching or chafing Subfins: These help directional stability during hard turns and slow flight, where te top sets blanked out somewhat. Note the 18°" inva cant atthe front. Its easier‘o attach these after covering Assembly: Put the wing on the fuselage and check the it.The ply douber inthe wing sade is 1/16" uptoallow easy sanding to get a good tight fit. When you're saisfied, mark through ihe eles in bulkhead B, an dill into de wing forthe dowels. Putin the wing boldsdown blocks, and ei ight dough the wing into them. Tap the holes, aad you're set. Cutoff the aft fasclage blocks thot you tack glued, ard inser the fin and rider assembly, ensuring that itestright Glue ial in place when you're satisfied 197198 Fin and rudder -~ install as completed unit Before stuffing your battery tightly into its box with foam, te a string around itso that it can be removed easily. Ensure the battery pluz cannot rate around in the fusclage, and maybe get into the clevon linkage. The same for the elevator and aileron wires and plugs — ifanything jams upthe sliding tay, you'll have adead dela really quick! ‘The main landing gear i “set back” 1”” from its mount. This gives good spri action and virally eliminates bouncing on ‘hard landing. Bend the gear straight, then twist it backs this procedure puts a set” in the wire so it will maintain its position ‘Cover your CliMax as you desire — but keep weight inconsideration; the lighter the better. I highly recommend you use contrasting colors between the top and the boom, so see where you're at while doing roll, Delta Wing Behavior: The delta wing combines the characteristics of « swept wing 1 ow aspect ratio (stubby) wing. This combination gives 2 lot of wing area on a ‘speed potential, and the natural iriengulation in both chord. and thickness leads to considerable strength for the weight and area involved Onany wing generating lif, there will be some airflow around the tips, from the higher pressure on the bottom toward the low pressure on top. This lowers lift efficiency an creates vortexes, which cause considerably more drag. The shorter (lower aspect ratio) the wing. the more of ‘Slang serve unit instalea. CiiMax, bare bones. the total area of the wing is affect sweep of the delta tends to direc toward the tips anyway, pronouncing the cffect,asdohisher angles of attach (AOA). beauty ofthe delta planform isthat this tendency for the flow to go around the tips instead of across the wing is progressive, as angle of attack is increased, On “normal wing, as angle of attack is increased to a certain point, the smooth flow over the wing becomes distupted, resulting in a relatively sudden loss of lift (it alls). But with the Completed aircrat. oe = = %, —_ delta, the flow propressively changes (ftom ‘ver the wing 10 aroxind the tips): it's not clisrupted, bat merely changes is pattern remaining claively smooth, and providing lesseficiency and considerable drag atthe higher angles of attick. Since the wit never really stalls itcan’t snap orspin in the normal fashion. Delta and swept wing airerafi can sustain flat spins, however, depending oa configuration speaking here of sweep an more — lower sweep angles will exhibit thesame characteristics to a lesser degree. Another aspect of delta and swept wing behavior isthe dihedral effect. Picture the result fom throwing the rudder tothe right; the left wing is pushed around more perpendicular to the oncoming air — there is less sweep, relatively, plus the wing becomes effectively longer. The rightwing, trailing away, is relatively shorter, and exhibits more sweep. The combination results ina lot moreliton the left wing than the right, and the resuting roll ranges from ‘minimal at low angles of attack to Violent st high AGA. ‘This presents a problem landing in a gusty crosswind, and is one of the reasons why such ateraft must have 10s of vertical fin area and high directional Subility. Because of the dihedral effect, swept wing and delta aircraft are very sensitive to rudder eri, One last bit of swepe win phenomena — the “lift shift’. We've mentioned that, as angle of attack is inereased, lift out toward the wingtips decreases Substantially as flow there moves ‘more toward and around the tips. So as ‘AOAis increased, te lift generated is more toward the root (inboard) of the wing, and near the leading edge, giving usa “center of Titi” which is more forward. And that decreases the state margin, the distance the Center of Gravity is ahead of the lift center ‘And that decreases pitch stability! So what wwe do is design (with a forward C.6.) for adequate pitch stability at high AOA for landing and hard maneavers. Therefore. the plane will have an exeess of pitch sability at Tow angles of atack, at higher speeds Like most aireraft, the deta becomes more responsive in rill at higher speeds But it becomes less responsive in pitch under the same conditions, very much unlike other aircraft! The resulting discrepancy betweea pitch and roll response with changing speed isa hallmark of de behavior and does tke some “getting used ww. ‘What you get with the low aspect ratio, highly sivept wing planform ofa delta like the Cian, then, is a bird waich can be ‘maneuvered around at ridiculously siow specs (with power because of the high drag), with no fear of saps 0 stalls, 3 fairly well balanced conto! effectiveness But atthe high sposds the delta is capable of, you have wildly responsive roll characteristics, yet rock-stable pitch tol! Py You may want to use dual rats on roll for your first flights, set at about 38) Geflection, until you're comfortable enough to goto higherroll rates. Iwill ake abit of back stick to get the nose upon take-off, and you'll ke flying. Remember the delta’s Sensitivity tothe rdder — if your CliMax doesnt feel right.” rudder trim isthe rost likely cure. Set the pitch tim thigh speed. and you're realy for some slower flying. will take more back stick than you're used (o,and the nose will certainly be ata higher atitude. And it will take a bit of power to ‘maintain level flight. Quite alot of power (and right rudder) isnecessary when you get really slow If you're not familiar with this type of plane, CliMax may seem very uncom: fontabie at first — stick it out, you are in a learning process. Don’t try’ really slow landing approaches until you have some experience with the plane, Just bring icin a the speeds you are comfortable with (the nose wll be higher, though), and at about a foot off the deck, flare andchopto ile. You must learn to judge the speedo the plane by its attitude. Remember that nose-high attitudes also mean more drag and a higher [power requirement. Ifyou ae Slow and not ‘near the runway, you will need sore power. [Nate also, that when slow, the addition of power will require some right udder! Inverted flight performance is excellent, including acrobatics. But as with al illess aircraft, considerable forward stick is Feguited, and note that rudder requirements are reversed. After you have passed the knee-knock phase and you're reasonably cornfertable with your CliMsx, there are some really neat maneuvers you can ty. (1) “Quick rolls."* No prcblem! The problem is stopping them where you want CliMax stops rolling instantly; unfor tunately servos don't center instartly! You ccan do theee or four rolls in a heartbeat at high speed. If you ease off the stick abit to Slow the roll rate, then you can stop more consistently (2) "The snap roll.” CliMax doesn’t really snap, because it doesn't really stall. But if you use both rudder and “sileron,"* and Title orno “elevator,” the result Looks Tike a snap, and is awfully quick at high speeds, G) “The slow loop."* Starting vith a slow, low-as-you-darefly-by, stat raising the nose and feeding in full power. Going uphill, maintain your line with rudder right ‘udder, Its oft!) — as yeu go over the iop at neat zero spesd, transition t0 forward Stick as necessary, star’ easing off the thyottle, and then bring in back stick aga CHMax will mush through the downbill ‘urn, gaining very ittle"specd. 1's hard 10 do a really round loop like this, but any spectators, expecting a sialhspin-cresh at any moment, will hardly notice! Reverse Cuban-eighes can be done “slow style, also. You can finish these off with a CiMax slow roll bring the nose up 9 about 30° high, and when the already slow speed ‘drops to near zero, add power, and fll aileron and rdder. CliMex will oll faicly well at near zero speed on propwash alone: (4) “The hover.” In level, slow Aging. xyou'llfind thatat about 30° nose up, you rin ut of back stick, right rudder or both. But if youadd nearfull wottleand haulthe nose apt 70°-80° nase high, you can contro the plane. It's not stable, but controllable ‘much like balancing a yardstick! It takes a Jot of control juggling all fourof them. tn only a light breeze, CliMax will hover Stationary: this depends on your ability, power, prop. and airraft weight. of ccurse 6) "The eross-contol spin.” Take your ClMax up high, and start what would ordinarily he an upright spin (... all back stick, full ight aileron and rudder). After several turns of diving spirals jam the stick forward, keeping in the right aileron and rudder. The plane wil either just fly funny ‘orenier a violent spin, with an axis pretty ‘much along one leading edge! Neutralize to recover, (6) “The fat inverted spin.”" According {o my logbook, I learned to do this on the 2h Hligh and Istil only ge 1218 a" x 36" ie ply 1S 14x62” area ply Hardwood, 1 LA 36" dow 2 832" grooved 38" 04 x12" searblocks Otter 1532" x 12° 0.D. bras bing 1382" 436" must wie 1 se'x32° eon kage 1 — canopy (13° Sig WWI) 121" spimer 1 — facta 310 ot ra wheels 1 — sett landing gear straps Plas bolts, collars, clewnes, rol NyRods, hi ball joists, couplers. glns cloth ce ‘one of 5 or 6 attempts. The necessary ingredients are: ero airspeed, inverted, ots of directional rotation, and full rudder, forward stick, aileron sime as rudder, and well under 1/2 throtle. I've had the best luck so far by going straight up at full title; as the plane slows, put in full ‘spap"” comrols(Le., fall right stick, back stick, right rudder). If the plane gyraies through inverted and zero speed at the same time, then reducing the throttle and Jamming the sek forward may start the spin. Recover by neutralizing, then adding full trotde and opposite rudder. Recovery takes several turns and is sieaight down; have lots of alitude! This, folks, is s real crowd-pleaser and a heart-stopper forthe pilot! Note: This maneuverhas a high morality sate — I've crashed the prototype twice this way! IF you ran out of altitude without recovery. leaveit in thespin— thedescent rates slow that damage is quit minim! A few effects of the high drag at high 199200 MARCSHOW | 4 NOW FULLY AIRCONDITIONED! « MIDATLANTICRADIOCONTROL JUNE 5 and 6, 1993 Saturday—9am to5 pm Sunday—10am to4 pm MARYLANDSTATEFAIR GROUNDS FORINFORMATIONCONTACT: ShowDirectors RONSTAHL 4521 BellvieuAve, Baltimore, MD 21215 $10-664.2712 DAVEMITCHELL 410-668-5690 SWAPSHOP $10 FULLTABLE PER DAY NO DEALERS PLEASE Lint 2tabies per person SWAPSHOP ONLY. TIMONIUM,MARYLAND Spore ARCER * ‘To wLMINGTON =§ TIMONIUM FAR, ‘TO FREDRICK TINONUM RO. TOWASHINSTON Over100Manufscurers StaticDnplays Swapshop Radio Kit&: EquipmentRatfle Door Prizes Free Parking for5000Cars Refreshment Centers Indooré: Outdoor Demonstrations ‘byFactoryTeame Aircraft-Cars-Boats Radlos-Engines Transmitter Testing 9,000GallonOutdoorBoat Fond RICCarRacing eee ForPre- Registration call: DONHANDS (410) 788 5962 (evenings) AOA characteristic are of note. At high speed. you ean dance big loops —- you can also yank CiMax into very tight loops and turns, but your airspeed will bleed off dramatically. You can also horse it around into very tight loops and turns at slow speeds, but lots of power is required. On landing, as you flare ino higher angles of attack, your speed will drop off rapidly; you can ako fly the whole approach very nose high and slow, but this will take some power. Ifyou have a flame-out, keep your speed up ata reasonable level until you're ‘committed to land. CliMax glides well at medium speeds. but the high drag at higher AOA intumsor slower speeds is trouble. In this situation, with no power, the high érag takes over, tausing CliMax to descend rapidly with a0 reserve energy let 1 top the rate of descent Tove to yank my CliMax off the ground on take-off, aftr just afew feet of rol, climb at very slow speed, almost sti up. IS spectacular. Bur if the engi in that ype of maneuver ata low alk crash will result. Justremember that atslow speed without power. CliMax will drop like the proverbial rock! In short, your CliMax will ly beter than conventional planes in some ways, worse in others. But above all, it will defiitely be diflerent! And that’s way I love deltas. 2) 1/3 SCAL RELEASE DATE: FEATURES + PRE-ASSEMBLED LANDING + SCALE COCKPIT DETAILING + DECALS + FULL-SIZED PLANS & INSTRUCTION BOOKLET E J3 CUB WINGSPAN 140%", WEIGHT 282 LBS. POWER O42 2 a= GEAR + DELUXE HARDWARE PACKAGE PRICE SeOUOU u.s FF wrrooucronv raiseo $350.00 ALSO AVAILABLE: BALSA, BASSWOOD, SPRUCE SEE YOU AT TOLEDO 1993 NEW RELEASE: ILLUSIVE .40 FUN FLY PLANE $79.95 TRILLIUM = BALSA LTD. 260 Tillson Ave. Unit 2 Tillsonburg, Ont. N4G 3B5 Tel (510)660-3522 Fox. (519)600-9520 Dealer inquiries Invited