HobbyZone Aerobird Swift
MOVIE FILES
(Windows Media Player)
The Aerobird Swift is a sharp looking, Ready-To-Fly (RTF) Park Flyer airplane that looks fast on the ground despite its very big wing (46.5 in. span). The fuselage is very streamlined, compact and has very little drag. The thin rear “fuselage” leads to just two rear flying surfaces instead of the usual three. The big wing has a double sweep for higher airspeed, better wind handling and a faster roll rate. These factors all combine to give the Aerobird Swift a high-performance look without sacrificing its gentle flying characteristics and Park Flyer performance.
Having ailerons for roll control, instead of a rudder, truly adds to the Swift’s performance. Rudder control is OK, but for real aerobatic performance, ailerons are far superior. However, sometimes ailerons can be over-controlled by the newer RC pilot. The Swift overcomes this potential difficulty by mounting its ailerons 8.75 in. inboard from the wing tips.
The further in from the wingtips, the less “tricky” and sensitive are the ailerons. The Swift incorporates another very clever design trick. The second, sharper sweep section of the wing’s leading edge starts just outboard of the aileron’s end point. The greater sweep in this area not only adds to the airplanes stability, wing sweep can be equated to dihedral effects, but also increases the ailerons’ effectiveness. The result is a less tricky, honest airplane that handles well at very slow airspeeds while remaining highly aerobatic.
The Aerobird Swift meets all the aircraft requirements of the Academy of Model Aeronautics’ (AMA) Park Pilot Program. The aircraft weighs less than 2 pounds (the Program’s upper weight limit) and has a level top speed under 60 mph (the Program’s upper speed limit). For complete Park Pilot aircraft details, follow this link.
The AMA Park Pilot Program offers non-AMA members the opportunity to become AMA members at a much reduced cost. Park Pilot membership includes a great magazine “Park Pilot”, $500,000 personal liability insurance, $2.5 million liability insurance for the flying field owner (see insurance details) and membership in the world’s largest sport aviation association – the AMA. For complete information and details about Park Pilot membership, just click here.
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The Aerobird Swift is a true Ready-To-Fly system. The airplane is completely built; only the wings and tail wheel need to be installed. All the motor and radio equipment are installed and connected at the factory.
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Everything needed for a great day at the flying field is included in the Swift package. Even the transmitter batteries are there; not the usual case in this class airplane.
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(Photos 4-8 courtesy Horizon Hobby.)
The Aerobird Swift arrives with a 1000 mAh, 7-cell (8.4 volt), Nickel Metal Hydride (Ni-MH) battery for motor and airborne radio system power. The supplied battery provides plenty of power to the larger-than-normal 480 brushed motor for more than 10 minutes per flight. The HobbyZone DC Peak Charger 1.2 is a variable rate unit that senses when the battery reaches full charge and automatically switches to trickle charge. It uses a 12-volt source only and is designed to fit into a car’s socket. If you want to work off a different 12-volt source, you will have to purchase an adaptor cord that has the socket on one side and two spring clips on the other. Radio Shack sells such an item.
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However, should you be so inclined, HobbyZone offers an optional 900 mAh, 8-cell (9.6 volt) Ni-MH airborne battery pack (PKZ1023). We didn’t try this option because the supplied battery was more than enough for all the aerobatics the Swift airframe is capable of performing. Besides, if theory and experience prove correct, the smaller (900 mAh), higher voltage (9.6V) battery will turn the motor faster but will also greatly reduce flight time.
Remember that higher voltages drain the battery’s capacity more quickly. While the airplane will perform a little better with the optional battery, flights will be drastically shorter. The optional battery also requires a different charger; the ParkZone DC Peak 1.8 charger (PKZ1519). This is the charger usually supplied with the ParkZone warbirds like the P-51 Mustang.
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The receiver (HBZ7254) is a 5-channel unit that includes the Electronic Speed Control (ESC). The ESC features a circuit, called the Battery Eliminator Circuit (BEC), which powers the airborne radio system eliminating the need for a separate battery for this task. This makes the Swift weigh a few ounces less and lighter always flies better. The transmitter and receiver are on one of the six available 27 MHz channels.
Photo 9
The 3-channel, 27 MHz FM transmitter features a high and low rate switch (right top of the transmitter in photo 9). High rates mean that the control surfaces move the full amount. This allows slower landing and takeoff speeds and snap-like maneuvers, tight loops and inverted flight. On low rate, the control surfaces move only about 60% as far as when on high rate. At speed, low rate smoothes maneuvers and simplifies the pilot’s aerobatic tasks.
The push button on the top left is probably for activating the X-Port accessories such as the laser gun and the parachute drop. The Swift is equipped for these optional X-Port accessories. The ZX-10 transmitter also has servo reversing should the airborne system be used in a different airplane. Of course, the transmitter also has the usual trim tabs for fine attitude adjustments once airborne.
There are 3 micro servos in the Swift. Each weighs just 9 grams. Two of the servos are the “flat” style so they can be completely hidden inside the wing. Only the servo arms protrude from the top of the wing to operate the ailerons; one servo for each aileron.
Since the receiver, ESC, servos and other parts are buried inside the sealed fuselage and we didn’t have the optional battery and charger or the X-Port accessories to photograph, we liberated (read stole) photos of these items from the Horizon website. Please keep our little secret because they don’t know about it. But as best we could see, their photos matched the parts in our Aerobird Swift.
Assembling the Aerobird Swift
Photo 10
There is not much to do assembling the Swift. Just two tasks challenge the “builder” and there isn’t much to those. The first task is to install the landing gear, tail wheel first. Installing the landing gear before the wing allows easier fuselage rotation and placement during the 3-minute assembly process.
For the tail wheel installation, loosen one thumb bolt only, leave the other in place. Insert the front loop of the tail wheel mount onto the bolt and secure, not tight, the finger nut in place. The wheel should tilt towards the rear (photo 10).
Remove the other finger nut and insert the rear bolt through the rear tail wheel mounting hole. Tighten both nuts in place. The tail wheel is optional, but it does protect the fuselage rear and is a must if flying from paved surfaces. It also keeps the tail feathers out of the grass, protecting their leading edges.
The main gear just slides into the slot in the fuselage bottom. The foam wheels are already mounted on the main gear legs. The main gear is more “optional” than is the tail wheel. If you are flying from grass, leave it off as it only makes the airplane flip over when landing. However, when flying from paved runways as in the video, definitely install it.
Photo 11 Photo 11A
Installing the wing is also simple, but there is a little trick to it. Photo 11 shows the main composite spar. The spar slides into one wing half (photo 12). There are two indentations in each spar end. Position these indents vertically (the spar won’t fit if not vertical) so they will engage the locking tab (click on photo 11 to see the labeled tabs).
Photo 12
Make sure the spar is all the way into the wing and locked by the outer most locking tab.
Photo 13 Photo 14
Connect the aileron servo to the extension wire as in photo 13. As the wing nears the fuselage during assembly, make sure the servo connection fits entirely inside the fuselage (photo 14). If not, the wing will not sit flush against the fuselage inside the plastic fillets. Nor will it lock in place.
Photo 15
Here’s a great trick for assembling the second wing half that is not in the instruction booklet. Before sliding the second wing half in place, loosen the five screws as shown in photo 15. (Click to enlarge the photo.) Don’t remove the screws; just loosen them by a turn or two. The wing spar has a much easy time sliding into place this way.
Connect the aileron servo and make sure the completed connection slips entirely inside the fuselage. While holding the second wing half in place, tighten the five screws. The wing should be firmly locked in place on both sides.
Note that photo 15 was actually taken when the wing had already been installed and the screws were being tightened to lock the wing. But the idea is the same; just turn the screws the other way to loosen them.
Photo 15A
The Swift’s wing construction is foam with plastic reinforcement. This is a light construction but very strong. No matter how stressful the “high-G” maneuvers, the Swift never wandered from its line of flight due to wing flex. However, after about 20 highly aerobatic flights, a few wrinkles were detected in the wing. The wrinkles stretched cord-wise, (front to back), at the outboard edge of each aileron.
Whatever wing flex was present did not affect the flight characteristics. But still, who knows what the cumulative effects will be after 200 flights? Photo 15A shows the quick and easy fix for this potential, stress potential, problem. Just run three pieces of 3/4-inch strapping tape, the kind with imbedded fibers, on the wing’s underside as shown. Center the 5-inch pieces of tape on the outboard aileron edge (photo 15A).
Since installing the tape about 25 flights ago, no further wrinkling has occurred.
Final Checks
That’s it; the Aerobird Swift is ready to go flying. But first, install the eight “AA” dry cell batteries in the transmitter. Of course, you had already put the airborne battery pack on charge before assembling the airplane so it would be ready at the same time as was the airframe. Right?
If not, put it on charge now. The HobbyZone charger has an adjustable charge rate from .3 to 1.2 amps. The Swift’s battery has a capacity (C) of 1000 mAh. It is usually safe to set the charge rate at 1xC or 1 Amp. It will take about 45 minutes to charge the battery completely after each flight. The full hour is not required since the battery never completely discharges during a flight. For field use, set the charge rate at 1 Amp.
But for the first charge, it is always a good idea to charge the battery very slowly. The first charge should be at 0.3 Amps. This allows each of the seven cells to reach full capacity. A slow first charge extends battery life while insuring that the battery reaches full capacity. If you can, it is better to purchase a few extra batteries and charge them at a 1/2 C, 500 mA, rate rather than always fast charging just one battery at the field.
With the Swift built, battery charged and the pilot eager, it is almost time to head out to the flying field. But first, a few checks need to be finished. Before hooking up the motor battery to perform the checks, always remember that electrics are a little more dangerous than glow or gas powered airplanes. Glow or gas engines cannot suddenly start up when you turn on the airborne switch in the workshop. But electric motors sure can. If you can’t remove the propeller, make sure that the throttle lever is off and turn on the transmitter first.
Make sure that all the control surfaces are centered with the transmitter sticks and trim levers in neutral. Then, check to insure they move in the proper directions. Check the CG but since this is an RTF airplane, having the CG too far out of spec is probably impossible.
Off to the Field
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Even though it has a 46.5 in. wingspan, the Aerobird Swift easily fits into most cars while fully assembled. And that is how it went to the field that first day. In fact, there has been no reason to take the Aerobird apart as it fits comfortably just about anywhere.
The battery compartment is located under the black canopy. The canopy is held closed by a simple, replaceable, rubber band. This system is uncomplicated and works every time. Remember to turn on the transmitter and check that the throttle is set to off. Connect the battery and install it as shown.
There is no on-off switch but the Swift does have the usual HobbyZone motor safety. Before the motor will run, the throttle must be advanced to high for a few seconds then returned to low. After that, the motor will answer throttle commands but not before. Still, it is best to treat the Swift as if there were no safety. If nothing else, this habit will prove valuable when you are operating another aircraft that does not have such a safety system.
Photo 18
Despite being a “pusher” type airplane; the propeller pushes instead of pulling the aircraft, the Aerobird Swift looks like a modern jet. With its sleek fuselage and swept wings, the Swift looks just like its name implies.
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The factory installed graphics are colorful and really do make the Swift easily visible in the air, even to these old eyes. Once airborne the Swift seems to look bigger than it is.
Photo 21 Photo 22
The Swift’s underside graphics are totally different. This also aids visibility and helps the pilot with orientation clues. Look carefully at photo 21 and you can see the slim aileron servos lying flat inside each wing half. You can also see the plastic spars that extend to the outboard edge of the aileron on each wing half. It the spars were just a half-inch longer, there would be no need for the tape reinforcement. This photo was taken before the first flights so the tape has not yet been installed.
Photo 23 Photo 24
As you probably know by now, the first Aerobird Swift flights were from a paved runway. That meant the wheels were installed and they worked well from this surface. Keep in mind that the Swift is “rudderless” meaning there is no ground steering. From a paved surface, always point the Swift directly into the wind during takeoff. Fortunately, the Swift spends very, very little time on the ground once that big 480 gets to turning. Taking off across most paved runways is not a problem for the Swift. It only needs about 25 ft. of ground roll on paved surfaces.
When flying from the grass, remove the main gear and just hand launch into the wind. There are little, if any, flight differences flying with the gear “up” (removed) or down and “welded”. But the airplane looks better with the gear up.
The flight photos and the video were taken at the Academy of Model Aeronautics’ (AMA) Muncie, IN 1,200 acre facility. These flights were from the twin, 800-ft. cross runways located at Site 3. There are many other RC, Control Line and Free Flight sites at the AMA. If you are ever going to be driving anywhere near Muncie, IN, bring an airplane and stop in for a visit. Flying in a location where model airplanes rule everyone’s consciousness is an experience never to be missed.
OK, commercial over. Back to the flying. The Swift just about leapt into the air as power was applied. Photo 23 shows the entire airplane already off the ground by the time full power was applied. The Swift steeped its climb angle and then held it constant without pilot input. I was beginning to feel a little superfluous here.
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After watching the takeoff instead of piloting it, I got back in the seat and steepened the climb angle a little more. The Swift held the steeper climb angle, about 30 degrees, up to about 250 ft. This is definitely not one of those underpowered Park Flyers you keep hearing about.
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With the controls centered before takeoff, the Swift did not need any trim adjustments. It flew right the first time. This is a great help to the newer pilot. Since the Aerobird Swift looked so “fast” I was concerned that it might not slow down well. But a few glamour photo passes dispelled that notion. Despite its appearance, the Swift flies well at airspeeds less than 10-12 mph.
It low speed handling is predictable, straight forward and not at all hard to manage. This airplane is well within any RC pilot’s ability envelope except for the absolute novice who has never piloted an RC airplane before. For that pilot, have an instructor to trim it out and take you through the first basics of RC flying before going it alone.
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With the boring part of the flight over, it is always wise to do the photos first, the time had come to wander on the wilder side. Running a full speed, the nose of the Swift was pulled sharply upwards. The airplane pulled over into a 50-ft. diameter loop remaining steady all the way around. Ailerons helped here to prevent any wing drop, keeping the loop round and straight. The final pullout was no problem and was on roughly the same line as the entry.
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Again running at full throttle, the Swift’s nose went upwards about 25 degrees and the roll began. No matter how well a rudder airplane flies, its roll can never match that of an aileron equipped aircraft for smoothness, directional control ease, attitude maintenance and appearance. The Swift easily out distanced its rudder competitors in all rolling modes.
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With the initial small, positive attitude, the Swift maintained altitude and heading during the roll. Some “down” elevator while inverted helped in that. Unlike rudder airplanes, the Swift’s roll rate was not affected by the inverted elevator input and did not vary in roll rate. The Swift was beginning to look like a real aerobatic performer that was a match for many larger sport airplanes and superior to most Park Flyers in its class.
Photo 34 Photo 35
But the real aerobatic test comes with inverted flying. The Swift had no problem pointing, and holding its bottom side skywards. This was surprising since the Swift’s wing sports a mostly flat-bottom airfoil with a lot of positive incidence. Such wings do not fly their best when inverted. The Swift could even climb while inverted (photo 35). An outside loop was just beyond its abilities at this point in the first flight since 6 minutes had already elapsed. But the inverted climb rate was impressive.
Subsequent flights proved that the fully-charged Swift did not like outside loops and tended to fall off just before reaching the top. But recovery was easy and honest. Inverted stalls were as much non-events as were normal ones. The airplane does not really have a stall “break” but rather stops flying and falls off on the left wing. Recovery is super simple and uses up only about 15 feet of altitude.
Snap rolls were also a little different. Without a rudder to keep the airplane on its flight line, snap rolls were really very sharp barrel rolls that gained altitude. While not a true snap roll, the maneuver is impressive to watch and fun to fly. It is this maneuver that put most of the excess stress on the Swift’s wings and made the reinforcing tape a good idea.
Average flight times on the supplied battery were around 8-12 minutes, depending on power levels. To be honest, most on this Swift’s flight times were spent thrashing the sky in wild maneuvers that used a lot of power. 8 minutes proved about average for me but more normal pilots will enjoy much longer flights.
Photo 36
The Swift would climb vertically for about 50 feet if given a running start in level flight. The airplane’s power performance was exceptional for its class. Predictable stall turns were impossible without a rudder but were fun to attempt. Every once in a while, the right combination of attitude, power application timing and aileron input (opposite the desired stall turn direction) yielded a fairly attractive stall turn. It happened often enough that the attempts were fun.
Most Park Flyer airplanes experience control problems in winds above 10 mph. The Swift’s first flights were in winds above 15 mph, gusting to 25, and the airplane remained controllable and predictable. While I wouldn’t recommend flying any airplane in this class in such wind conditions, the Swift will perform in this harsh environment if necessary.
Many Park Flyer reviews make such claims and readers are correct to be skeptical about them. Most airplanes in this class do not fly well in high winds. But Sport Aviator does not operate like that and we are offering proof of the wind claims for the Aerobird Swift.
Many electric-powered airplane videos featured in Sport Aviator are edited and set to music. After all, these airplanes are so quiet in the air that “watching” them fly without some form of sound track can be a little boring. The Swift is no different as it also has a “pretty”, edited video to watch.
But there is also a second, short, unedited video with all the warts, comments, out of frame moments and the true, real wind noise as gusts exceeded 25 mph. It is on the short side, we don’t want to make anyone airsick, but is live and unedited. Listen to the wind and you will know for yourself that the Swift handles high winds, if not easily, then comfortably.
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Landing approaches and touchdowns in an airplane that is easily controlled at airspeeds under 10 mph just can’t be much of a challenge. The Swift is no exception. Approaches are honest and predictable. Photo 37 shows the final approach moments as the Swift holds the windward wing into the breeze. True cross controlled wind corrections are impossible since the Swift is rudderless. Holding the wing down into the wind does help but the pilot must level it out every few seconds to maintain the correct flight path.
Touchdowns occur at speeds under 7-8 mph and the ground roll is short, even on pavement. This is a very easy airplane to land.
Photo 39
Easy to land; easy to takeoff; exciting to fly; ready to go in just minutes using only a screw driver and costing less than $130 complete; the Aerobird Swift is one of the best Park Flyer “deals” available. If you are looking for an exciting, low cost, low stress Park Flyer with most standard sport-airplane abilities, look at this one. It would be worth it.
For more information about the Aerobird Swift, go to: http://www.horizonhobby.com/Products/Default.aspx?ProdID=HBZ7200
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Specifications Manufacturer: HobbyZone Length: 33 in. Cost: $130.00 Special Airframe Features: Semi-Symmetrical Wing, 3-Bladed Propeller, Quick Assembly. |
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Notable Positives Notable Negatives |
Short URL: http://masportaviator.com/?p=848
Posted by Frank Granelli
on Filed under Park Pilot Airplanes.
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