For people who have not much space in their cars it is especially advantageous that the tail boom including the front pinion,
the struts and the push rod can be removed from the helicopter within less than a minute.
In order to do so, you only have to detach both struts as well as the push rod in the front area of the mechanics, loosen the
two lower attachment screws of the tail boom holder and pull out the tail boom to the back.
The tail boom is automatically fixed at the correct position in the front holder, so that it is always exactly aligned after having
been pushed in.
The carbon chassis structure can be divided into the upper and the lower part, whereas the robust upper part includes all
components necessary for the flight and the lower part only contains the battery and my obligatory skid plates.
Thus the light mechanics can perfectly be integrated into the fuselages because for this purpose the lower part can be
removed completely in order to mount corresponding fastening angles. The advantage of a mechanics consisting of a flyable
upper part where only a stable battery support and the skid plates are attached at the lower area is its great flexibility for
different individual uses that can be realised later.
All batteries up to dimensions of 60x60x360mm can easily be inserted into the protecting slot of the „Rigid“ from the front as
well as from the back.
The spacers are covered with a silicon tube such that the battery is held in a non-slip and safe position by only two Velcro
strips.
The entire mechanics is extremely easy to maintain and can be mounted and dismounted quickly.
The gear stages can be assembled and disassembled individually without having to dismount the entire mechanics. It is also
possible to assemble and disassemble all servos without dismounting the mechanics.
After adding the recommended equipment inclusive blades the helicopter ready to fly has a weight of about 3,1kg without the
drive battery.
Using a 12s accumulator of 3700mAh and 1200g a take-off weight of nearly 4.3kg can be reached, which is an amazing
value for an all-metal carbon helicopter with this rigidity, stability and life time.
The futuristic canopy with its distinctively surrounding line as well as its concave recesses guarantees a considerably better
visibility due to the increased height. It also underlines the very compact appearance.
The low distance between the upper side of the mechanics and the main rotor results in completely new proportions. Thus
the actual rotor is located directly above the canopy, which gives the helicopter a very racy design.
People who know me have experienced that I set a high value on 3D performance as well as on fast speeds since I have built
my first helicopter, the old, blue Three Dee. In my opinion there is nothing more elegant and fascinating than a helicopter
dashing through the air with high speed and blade noises like a pod racer.
That is the reason why the Rigid canopy was designed a bit more aerodynamically which is shown by the extreme high speed
flight qualities, forwards as well as backwards.
The V-Stabi electronic system offers completely new perspectives regarding the high speed flight, which were not possible
when using a flybar. So the advantage of an aerodynamic casing is even more considerable.
Try speeding. It is fun, looks elegant and helps to relieve stress and to relax.
During the flight events it is a popular alternative to flying within a small area of 10x10 m which is nowadays quite common.
For the „aged ones“ among us who are older than 25 years old it is still good to cope with because it does not require such
quick reactions but more sensitiveness and an eye for spacing.
You will also enjoy loopings with a diameter of 150 m or nice slow rolls like being drawn over the entire field on a string.
But be careful, slowly approach spacious flying over longer distances, it has to be learnt!
For many years I have known of the problems that layman have during the quite complicated lacquering process. That is why
I developed a high-quality, UV resistant decal set with a window and a comet tail to give the helicopter a typical, distinctive
design. It can be attached by every reasonably skilful user.
The result looks like a high-gloss clean lacquering without frayed edges and is much cheaper and quicker to apply than every
kind of lacquering.
In general, it was my aim to keep the costs of replacement parts as low as possible, so that the nice helicopter will not only be
used on Sundays. That is why I decided to use again my well-proven blackly anodised 25mm aluminium tail boom. In my
opinion the still increasing costs for carbon tail booms because their more precious look are not justified and after a crash
they can be a considerable cost factor.
When using a flybarless helicopter the flight properties mostly depend on the used stabilisation electronics to emphasise the
quality and performance of the mechanics. So I recommend the flybarless V-Stabi system developed by Uli Röhr and
distributed by Mikado.
The recommended engine using a Pyro 700–52 (with standard shaft) in connection with the successfully operating Jive
controller not requiring any receiver power supply is the optimal configuration for this helicopter at present.
Test flights have shown that this setup in 12s operation allows a speed of approx. 1900 rpm at a pitch of up to 14 degrees, if
necessary.
I think that the standard Pyro 700-52 or something similar like the Scorpion 4035-560KV with about 3 to 4kw is strong enough
for 98% of the pilots.
There are motors with more power but the difference in maximum speed is so little that it makes no sense in my eyes. I think
that stronger motors can be an option for people who only wants to fly fast on a long straight distance. (for records and so on)
If you dive down from a higher altitude you will have no difference in speed.
The disadvantages of big motors is a higher weight and a much higher temperature which will stress the plastic gear of the
first gear step. So have to be very carefully not to break many gears during flight because of to high temperature.
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