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Archive March | RC-Warbirds Blog
Mar 22 2010

Schuebeler HST Fan

Our latest arrival:
The brand new Schuebeler HST-propulsion-system

Schuebeler DS-94-HST


With the DS-94-DIA HST & DS-77-DIA HST Schuebeler Composite launches a completely new jet propulsion system. The system is based on a new 12-blade axial compressor wheel which is driven by the all new Schuebeler electronic commutated motor.

The 128 mm axial compressor (DS-94-HST) generates a surpassing compression ratio and can therefore be integrated much more efficiently in huge jet models than classic ducted fans. The rotational speed level is only 26.500 rpm at an impressive exhaust speed of 95 m/s and a thrust of 10 kg. This high thrust impulse is therefore generated by a high exhaust speed and a high inner efficiency of the axial fan stage. In figures that means you can integrate this fan in jets up to 11 kg and an exhaust diameter of just 105 mm. Schuebeler DS-77-HST

The design of the 12-blade axial compressor wheel is based on speed ratios which are similar to the ratios of a full scale turbofan. That results besides a high efficiency in a perfect optical scale appearance and a sound which can only be compared to full scale jet engines. A silent whispering and fizzling of the axial compressor at idle rpm is predominated by an impressive jetstream noise coming from the exhaust at full throttle.

An extraordinary challenge was the development of an electronic commuted DC motor that perfectly fits to the axial fan. The 12-blade compressor demands an impressive torque of 2,2 Nm at 26.500 rpm which can only be generated by a high torque motor of high diameter and shorter length. Consequently the new DSM 6740 Schuebeler motor has a diameter of 67 mm and a magnet length of 40 mm. This motor is fully integrated in the axialfan to assign a huge area for the main airflow. In addition to that the motor is perfectly.

Cooled and needs no efficiency decreasing internal ventilator. The motor is based on a two pole design to allow a flexible fit of the motor characteristics to the needs of the axial fan. Nevertheless the windings sit in a 12 slot stator to increase the torque and to avoid any winding deformation at high temperatures. The magnet is attached to a sheeted magnet holder and reinforced by a bandage made of IMS carbon fibre which allows a high rpm tolerance. The whole motor design was optimized in respect of excessive heat tolerance and of course a high efficiency even at high currents. The mechanical design of the Schuebeler DSM 6740 motor is based on established mechanical engineering and distinguishes itself by a shaft mount consisting of a fixed bearing and a prestressed floating bearing. Front- and endbell are fixed by 8 countersunk head screws, all surfaces are protected by hard anodizing. The result is a very high durability in combination with a low mechanical soundscape which allows the whispering of the axial fan to predominate even at idle rpm.

The conjunction between motor and axial fan is made by 4 handmade carbon stators which also guide the 3 motor phases through the UHM carbon sandwich shroud. The conversion of shaftpower to streampower is accomplished by 12 handmade carbon rotor blades which sit form-closed in precision aluminum swivels.

The DS-94-DIA HST propulsion system is 100 % made in Germany.


Technical data DS-94-DIA HST with DSM 6740-600:
Inner shroud diameter:              128 mm
Fan swept area:                        94 cm²
Weight:                                   1380 g ( incl. wires, connectors, Secure Fan Fix and DSM 6740)
Thrust range:                           86 – 98 N
Exhaust speed range:                88 – 95 m/s
RPM range:                             24.800 – 26.800 rpm
Input power:                            5,8 – 7,0 KW (up to 7,5 KW in narrow ductings)
Allowed battery:                       13 – 14S 6000-8000mAh
Overall efficiency:                    66 – 67 %

Click HERE for more info on the DS-94-HST Fan

Technical data DS-77-DIA HST with DSM 6740-650:
Inner shroud diameter:              120 mm
Fan swept area:                        77 cm²
Weight:                                   1360 g (incl. wires, connectors, Secure Fan Fix and DSM 6740)
Thrust range:                           80 – 92 N
Exhaust speed range:                93 – 100 m/s
RPM range:                             25.650 – 27600 rpm
Input power:                           5,6 – 6,9 KW (up to 7,5 KW in narrow ductings)
Overall efficiency:                    66 – 67 %

Click HERE for more info on the DS-77-HST Fan

Videos of the HST Fan in Action:

Maiden flight of the DS-94-HST in a ~11kg heavy F-20 Tigershark


The HST Prototypes in action during the 2009 Salzburg EDF meet

Mar 10 2010

T-45 Goshawk

Another SAPAC T-45 Goshawk owned by Mike.sapac t-45 flaps down
Mike flies his T-45 with the following configuration:

  • HET Drive Set 2W-20 72A
    • HET 2W-20 Motor
    • HET 6904 Fan
    • HET 72A ESC
  • Hyperion G3 4200 4S 35C Lipo
  • MAP Air retracts


Operational History of the real plane:
The T-45 has been used for intermediate and advanced portions of the Navy/Marine Corps strike pilot training program with Training Air Wing ONE at Naval Air Station Meridian, Mississippi and Training Air Wing TWO at Naval Air Station Kingsville, Texas. The T-45 replaced the T-2C Buckeye trainer and the TA-4J Skyhawk II trainer with an integrated training system that includes the T-45 Goshawk aircraft, operational and instrument flight simulators (OFT/IFT), academics, and training integration system support. In 2008, the T-45 began operation in the advanced portion of Navy/Marine Corps Naval Flight Officer (NFO) training with Training Air Wing SIX at Naval Air Station Pensacola, Florida.

The T-45’s A and C models are currently in operational use. The T-45A, which became operational in 1991, contains an analog cockpit design while the newer T-45C, which was first delivered in December 1997, features a new digital "glass cockpit" design. All T-45A aircraft will eventually be converted to a T-45C configuration under the T-45 Required Avionics Modernization Program (T-45 RAMP).

sapac t-45 fly by

Mar 5 2010

CARF Spark Sport Jet

CARF Spark by RC-Warbirds

We build this CARF Spark in Green/Blue Contender scheme for one of our customers.
The model is extremely well designed by CARF including a removable battery tray and receiver plate.

This Spark is equipped with the following components:RC-Warbirds Spark
- TamJets TJ100 EDF unit
- Neumotors 1515/3D Brushless Motor
- TamJets retracts (designed for the Spark)
- TamJets Spark Trailing Oleo Struts
- MPI wheels
- TamJets Brakes

Servos used are various Hitec Digital and Analogue servos.

The model will be flown later with 5000mAh 12S Hyperion G3 Lipo Packs.
Due to the light weight of the plane performance will be fantastic.

To get an idea of the performance have a look at the below video of a similar equipped Spark:

Mar 3 2010

T-45 Goshawk

Here are some pictures of our SAPAC T-45 Goshawk.
This is still a very early version 1 model of the plane which, during this time, still came without retract mounts or flaps.

rc-warbirds sapac t-45 Luckily the build up wing of the Hawk made an installation of retract straight forwards.
Our T-45 was equipped with the following:
- HET 6904 Fan Unit
- HET-RC Typhoon 2W-20
- HET-RC Tsunami 72A ESC
- Desire Power 3700 4S 30S Lipo Pack
- HET-RC Mini Air Retracts (3mm version)

For servos we used Hitec HS-82MG and HS-65MG types.

With this power combination the plane was not only able to take off from a concrete runway but also from a short cut grass runway.

The flight characteristics of this model a very good. A real joy to fly !!



Have a look at this video of our SAPAC T-45 in action:

Some info on the real plane:
The T-45 Goshawk is a highly modified version of the BAE Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAE Systems), the T-45 is used by the United States Navy as an aircraft carrier-capable trainer.

The T-45 Goshawk is a fully carrier-capable version of the Hawk Mk.60. It was developed for the United States Navy (USN) for use in training.

The Goshawk’s origins began in the mid-1970s, when the US Navy began looking for replacement for its T-2 and TA-4 trainers. The US Navy started the VTXTS advanced trainer program in 1978. British Aerospace and McDonnell Douglas proposed a version of the Hawk and were awarded the T-45 contract in 1981.

The Hawk had not been designed for carrier operations. Numerous modifications were required for Navy carrier use, including improvements to the low-speed handling characteristics and a reduction in the approach speed. Other changes were strengthened airframe, more robust and wider landing gear with catapult attachment and an arresting hook. It features a two-wheel nose landing gear.

The Goshawk first flew in 1988 and became operational in 1991. BAE Systems manufactures the fuselage aft of the cockpit, the air inlets, the vertical stabilizer of the T-45 at Samlesbury, and the wings at Brough, England. Boeing manufactures the remainder of the aircraft and assembles them in St. Louis, Missouri.

On 16 March 2007 the 200th airframe was delivered to the US Navy. Their requirements call for 223 aircraft, and the T-45 service is slated to continue until at least 2035.

Mar 2 2010

HET-RC Mini Air Retract MOD

RC-Warbird het retract modificationIf you have used the HET-RC Mini Air Retracts before (3mm or 4mm version) then you  know that the nose gear strut is held in place by a grub screw which hold on to a grove in the wire strut.

In many cases if you would like to reuse the retract in another plane at a later stage you would need to either reuse the existing nose wire strut or fabricate a new one including the groove. The same is required if you would need a special length nose strut.
In addition the groove might weaken the wire and cause it to snap if it is not cut in properly.

Here is a simple solution which allows you to use any kind of wire without the need to cut a groove.

Materials required:
- A small piece of 1mm aluminum sheet
- A cap screw with the same thread as the grub screw

het mini air modification First cut a 7.5mm x 19mm long strip of the aluminum sheet.
Make sure the retract mechanic is in the gear down position, position the sheet on the retract unit directly over the grub screw that usually hold the wire strut. The sheet should sit flush at the top with the retract spacer that keeps the 2 retract halves together. The strips long end should now point along the wire leg.
Mark the position of the grub screw on the sheet, remove the sheet from the retract unit and drill a hole through the sheet at this position. Use a drill of the same size as the grub screw.

Next place a normal wire strut (without grove) into the retract unit. Completely remove the group screw.
Use the cap screw to fix the sheet in place. Shorten the cap screw so that it does not touch the wire strut inside the unit.

Install the steering arm on the wire strut, make sure the wire strut reaches into the retract unit all the way.
Mark the position of the steering arm on the aluminum and bend the aluminum sheet around the arm as shown in the first picture above. Make sure there is a bit a clearance between arm and sheet as otherwise the nose gear steering will not work.

Once bend around all the way, mark the position of the wire strut on the sheet and drill a 3mm or 4mm hole depending on the retract unit type you are using.

Cut the remaining length of the aluminum sheet. Test the steering and retract movement. It might be required to use a drum sander (e.e. Dremel) to sand a rounded edge into the aluminum sheet where it meets the air cylinder in order for the retract to fully lock in up position.

het retract modification by rc-warbirds

I hope this helps some of you.
I’m looking forward to some feedback.

Your RC-Warbirds Team

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