This HET-RC F-20 Tigershark was build and modified by Daniel. Daniel took the standard HET-RC Kit and made a true masterpiece out of it.
His modified F-20 Tigershark features:
Fully functional air retracts (MAP Air Retracts)
Air brake (situated at the bottom of the fuselage)
Scale Elevator with anhydral
Aileron linkages below the wing (the retract keeps them clear of the ground)
Custom color scheme
Cockpit
Scale wing extensions
The Plane is power by a MEGA 16-35-1.5, WeMoTec Mini Fan 480 Pro Fan, YGE 120A ESC and SLS 3200 35C LiPo. The thrust generated by this setup tops 2kg which is more then enough to power this now 2010 gram heavy model. A total of 7 servos are installed in the plane to power all the functions (retracts, steering, twin elevator, air brake…..)
We hope to add a video of the model soon.
Some info on the full size plane: The F-20 Tigershark (initially F-5G) was a privately financed light fighter, designed and built by Northrop. Its development began in 1975 as a further evolution of Northrop’s F-5E Tiger II, featuring a new engine that greatly improved overall performance, and a modern avionics suite including a powerful and flexible radar. Compared with the F-5E, the F-20 was much faster, gained beyond visual range air-to-air capability, and had a full suite of air-to-ground modes capable of firing most U.S. weapons. With these improved capabilities, the F-20 became competitive with contemporary U.S. fighter designs like the F-16 Fighting Falcon, but was much less expensive to purchase and operate.
Much of the F-20’s development was carried out as part of a U.S. Department of Defense (DoD) project called "FX", which intended to sell less-advanced fighter designs to U.S. allies to limit the possibility of front-line U.S. technology falling into Soviet hands. FX developed out of a general re-working of U.S. military export policy started under the Carter administration in 1977. Although Northrop had high hopes for the F-20 in the international market, changes in policy following Ronald Reagan’s election left the F-20 competing for sales with front line fighters like the F-16. The development program was eventually abandoned in 1986 after three prototypes had been built and a fourth partially completed.
Another SAPAC T-45 Goshawk owned by Mike. 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).
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: - 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:
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.
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.
If 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
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.
I hope this helps some of you. I’m looking forward to some feedback.
Another one of Rolf’s builds. This is a SAPAC JAS 39 Gripen, build and modified by Rolf. The model is completely glassed and painted. Decals are from Tailormade Decals. The plane features a 90mm EDF unit and retracts.
Rolf has installed full navigation and landing lights as well as a burner emulation.
Some info on the real plane: The Saab JAS 39 Gripen (English: Griffin) is a lightweight multirole fighter aircraft manufactured by the Swedish aerospace company Saab. Gripen International acts as a prime contracting organization and is responsible for marketing, selling and supporting the Gripen fighter around the world.
The aircraft is in service with the Swedish Air Force, the Czech Air Force, the Hungarian Air Force and the South African Air Force, and has been ordered by the Royal Thai Air Force. A total of 236 Gripens have been ordered as of 2008.
Just back in stock: The new HET-RC F-86 Sabre Jet in Airbursh Color. The HET Sabre features an epoxy fiberglass fuselage with painted on color scheme. The model can be launched from ground with a retractable landing gear (mounts pre installed) or bungeed. Wing tanks are available as option.
A picture of Gerald’s CMPro Mitsubishi A6M Zero Fighter. This model is powered by a ASP 120 4 stroke engine, features air retracts and a drop bomb mechanism.
With a wingspan of 71’’ the model weights close to 6kg ready to fly.
Some info on the real plane: The Mitsubishi A6M Zero was a long range fighter aircraft operated by the Imperial Japanese Navy Air Service (IJNAS) from 1940 to 1945. The A6M was usually referred to by the Allies as the "Zero"—a name that was frequently misapplied to other Japanese fighters, such as the Nakajima Ki-43—as well as other codenames and nicknames, including "Zeke", "Hamp" and "Hap".
When it was introduced early in World War II, the Zero was the best carrier-based fighter in the world, combining excellent maneuverability and very long range. In early combat operations, the Zero gained a legendary reputation as a "dogfighter", gaining the outstanding kill ratio of 12 to 1,but by 1942, a combination of new tactics and the introduction of better equipment enabled the Allied pilots to engage the Zero on more equal terms. The Imperial Japanese Naval Air Service (IJNAS) also frequently used the type as a land-based fighter. By 1943, inherent design weaknesses and the increasing lack of more powerful aircraft engines meant that the Zero became less effective against newer enemy fighters that possessed greater firepower, armor, speed, and approached the Zero’s maneuverability. Although the Mitsubishi A6M was outdated by 1944, it was never totally supplanted by the newer Japanese aircraft types. During the final years of the War in the Pacific, the Zero was used in kamikaze operations.
