project pattern
H
Redux
aving promised the FM faithful that Project Pattern Redux would include not only the ins/outs of electric powerplants, but glow (in- ternal combustion, IC) as well, an update on IC is in order. Bryan Hebert recently an- nounced his Shinden would be available again as a full composite kit, with versions for glow and electric. The Shinden arrived on the competition scene in limited numbers in 2006, and was clearly a vision of things to come.
Checking in at a full 78-inch length and span, with a 7-inch wide, 14.5-inch tall fuse, today’s powerplants (electric or IC) more easily supply stress-free power at the level a large airframe like the Shinden requires, allowing the airframe to really perform. Check in with Bryan anytime on-line at www.HebertCompetition
Designs.com for avail ability of the Shinden and some other custom Pattern goodies.
In addition to being a noted designer, competitor, and coach, Bryan is long time YS sponsored pilot and outspoken advocate for YS engines. Having flown electric exclu- sively since 2006, I had hoped to have Bryan write a few words about the latest and greatest YS setup. However, Bryan is extremely busy preparing for the 2013 F3A World Championships with Brett Wickizer, the #2 pilot behind Andrew Jesky on the US F3A Team for the 2013 World Champi- onships. Brett earned his spot on the US Team flying the prototype Alferma, a bi- plane designed and custom built by Bryan for Brett.
Bryan’s long time flying buddy and YS en- thusiast pilot, Brian Clemmons, graciously offered to step in and detail the world class YS setups currently used by Bryan, Brett, and Brian. The first of several planned peri- odic installments from Brian follows.
by dave lockhart with brian clemmons You can reach Dave Lockhart via e-mail at
davel322@comcast.net
L-R, Bryan Hebert, Brett Wickizer, and Brian Clemmons are all proponents of YS power in Pattern planes. PHOTOGRAPHY: BRIAN CLEMMONS
Brian’s notes
I’ve been flying YS engines since 1988. First, with the .61 short stroke 2-cycle en- gines, to .61 long stroke 2-cycle engines, then 1.20 4-stroke engines, the 1.40 (several versions) and 1.60 engines; now, today, with the YS 1.75 fuel injected with a pump. I have been privileged to fly at all levels, national- ly, and to have assisted with several United States F3A World Championships Teams. Been there, done that, and I’m still flying YS engines.
Nowadays, electrics have become quite the fad. But, I will point out that electrics have yet to win the World Championship, indeed, have only managed to finish as high as third, to date. For a long time now, that distinction has been commandeered by YS Engines. Yes, Richard Verano of YS Parts and Services (YS USA representative) has been generous to me and yes, I am a sponsored pilot by Mor- gan Fuels which manufactures Cool Power.
Still, I was flying YS and Cool Power before they helped me, and would still be using both without their support.
Let me point out a few strong points of YS and glow. First, electrics lose some power the entire flight. By the end of the pattern, they are at the lower end of their power. I understand that this is improving, but at best, you could only land with as much pow- er as you took off with. Glow power remains steady from beginning to end, but the plane itself has gotten lighter due to fuel expend- ed; yielding a large power to weight gain. Brett Wickizer, multiple times USA F3A Team member, could tell you all about this, from the 2012 US Nationals, where the Finals were flown in a virtual gale. I was judging. It was windy. His Bryan Hebert de- signed and built biplane, Alferma, capitalized on that power. The YS engines could have flown again and again, all day long. This is a second benefit to YS engines—staying power.
Guest columnist for the month, Brian Clemmons shares some in-depth knowledge of YS engines. Brian (at left) pictured with his YS powered Shinden. The Alferma (above) was a collaboration between Bryan Hebert and Brett Wickizer. Brett will be flying it in South Africa at the World Championships this year.
38 FEBRUARY 2013
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