FMS Cessna 182 1500mm PNP

The Cessna 182 is a popular small single-engine propeller aircraft that first appeared in 1956, with its development rooted in the Cessna 180. The Cessna 182 plays a significant role in general aviation due to its excellent stability, reliability, versatility, flexibility, and ease of operation. It is used in various fields such as private flying, flight training, business cruising, aerial photography, aerial patrols, geographical surveyance, and emergency medical rescue.

Authorized by FMS Model Inc. China, the FMS Cessna 182, with a wingspan of 1500mm, adheres to FMS’s long-standing product philosophy of "perfect appearance, excellent performance."

While painstakingly reproducing the appearance, it also replicates the flight characteristics of the Cessna 182.
Perfect appearance: The FMS 1500mm Cessna 182 breaks the limits of degree of realism that aircraft of the same size and type can achieve, meticulously replicating exterior details, from cockpit windows and cabin interiors to skin lines, antennas, exhaust ports, propellers, navigation lights, and more.

Excellent performance: With high-rigidity lightweight EPO material and a high-wing structure with a large wing area, the aircraft exhibits low wing-loading and high lift-drag ratio.

Activating the flaps, the FMS 1500mm Cessna 182 performs admirably in low-speed control and short takeoff and landing (STOL) —taking off within three meters on the ground and easily flying with half throttle in the air. The aircraft features a tricycle metal shock-absorbing landing gear set and large wear-resistant tires to resist violent landings, eliminating concerns for novice pilots practicing takeoffs and landings.

Following international navigation light standards, high-intensity LED lights are equipped on both wings, the tail of the fuselage, and the top of the vertical stabilizer—allowing worry-free takeoffs and landings in low-light conditions, enhancing realism and adding to the joy of flying. Robust plastic struts give extra strength to the wings during aerobatic maneuvers. In addition, the assembly structure of the Cessna 182 reflects FMS's consistent attitude towards product development—rigorous and meticulous. The model utilizes a convenient snapper assembly structure, integrated servo-connector design, and ball head control surface linkage. These measures, while ensuring the strength and stability of the aircraft, greatly simplify the assembly steps, allowing players to enjoy the fun of flying in the shortest possible time. The PNP configuration includes a 3541-KV840 brushless motor, 40A brushless ESC, and seven 9g digital servos, with high-precision digital servos
controlling ailerons, flaps, nosewheel steering, rudder, and elevator, accurately executing input commands.

Most pleasingly, the 1500mm Cessna 182 can be equipped with the Reflex V3 (sold separately), which can be connected via Bluetooth and unlocks custom tuning functions. After downloading the app, players can choose standard or custom modes based on their preferences and synchronize the desired flight parameters.

Features:

Authorized by Textron Innovations Inc.
High-Performance Power System: Powerful 3541-KV840 brushless motor, 40A brushless ESC.
Rich in realistic details, such as cockpit interior (instrument panel, steering wheel, pilot), antenna, navigation lights, etc.
Metal shock-absorbing landing gear set.
Pre-installed high-intensity LED navigation lights.
Simple assembly structure (snappers+screws).
Superior low-speed maneuverability.
Ultra-short takeoff distance.
Integrated servo connectors.
Large-size battery compartment.
Ball head control surface linkage to reduce surface vibrations and achieve smooth steering.
Tough and efficient nylon and fiber-reinforced three-blade propeller.
Technical data
Scale: 1/7
Wingspan: 1500mm / 59 in
Length: 1250mm / 49.2 in
Flying weight: approx. 2000
Wing area: 33.3 dm² / 515.7 sq.in)
Wing loading: 60 g/dm² / 0.12oz/in²
Motor size: Brushless 3541-KV840
Impeller: 80mm, 12-blade
ESC: 40A
Servos: 9g x 7
Propeller: 11*6，3-blade
Suggested battery: 14.8V2200mAh-3200mAh 25c

Package Box details:

FMS 1500mm Blue Cessna 182 RC Airpane
Motor: Brushless 3541-KV840 Motor system
ECS: 40A
Servos: 4x9g
Propeller: 11*6，3-blade
Fixe landing gear set

The F-86is a fighter aircraft equipped with an 80mm turbine with 12 metal blades. Drawing on their extensive experience in developing remote-controlled model fighter aircraft, FMS has made significant efforts to faithfully reproduce the legendary and classic F-86 "Sabre" with the sole purpose: "perfect appearance and excellent performance."

More info:https://www.fms-model.com/fms-f-86-sebre-80mm-blue-edf-jet-pnp-rc-airplane.html

The model is filled with many realistic details, such as landing gear doors, CNC machined retractable landing gear, movable air brakes, navigation lights (red on the left, green on the right) at the wing tip , rear navigation lights (one red, one white) and landing lights (white). The static exterior details of the model have also been meticulously handled, including the fuel tanks, cockpit interior (molded plastic parts), pitot tubes and antennas.

8 all-metal 13g digital servos control the ailerons, flaps, rudder and elevator, precisely executing commands for combat aircraft maneuverability, making maneuvers such as pitch, roll, yaw and reversal, easily achievable.

3 semi-metallic 9g servos, 2 for the air brakes, which increases drag and reduces the speed of the model and 1 for the nose gear hatch. they are controlled by the sequencer, we can also simulate a delay for the opening and closing of the nose gear door, ensuring synchronization with the movement of the landing gear during the opening or closing process.

The PNP configuration includes an 80mm 12-blade turbine, a high-performance 3665-KV2000 brushless inrunner motor, and a 100A ESC (with a 5A BEC), designed for use with a 6S 4000-5500mAh LiPo (battery to be purchased separately) . The power system and controller provides excellent performance with longer flight times and more realistic noise in the combat flight domain. Additionally, the model has been reinforced, such as the fuselage, wings and fin, by multiple tubes and plates integrated during casting, ensuring structural strength for extreme flight maneuvers.

The two-piece fuselage design reduces package size by 30%, making transportation and storage easier. The model is available in two liveries: "THE HUFF" and "SKYBLAZERS", which are easily recognizable on clear or overcast days.

https://www.fms-model.com/fms-f-86-sebre-80mm-blue-edf-jet-pnp-rc-airplane.html

Features

Construction from extra strong EPO40 hard foam material

Low weight and still high stiffness

Environmentally friendly water-based paint

Brushless 3665 KV2000 motor and 100A speed controller installed

Efficient 80mm 12-blade impeller installed

Built-in CNC landing gear, completely made of metal

8x 13g digital servos and 3x 9g digital servos with metal gears built in

Hinged flaps for non-critical landing approaches

All-metal CNC machining kneel-typeshock-absorbing landing gear

Available in two colors (Yellow, Red)

Convenient, comfortable handling

Removable nose cap for easy maintenance and replacement

Multidirectional heat dissipation system

Controller supports driving in reverse

Assembly time: 2h

Recommended level: Intermediate

Technical data

Wingspan: 1220 mm / 48 in

Length: 1165 mm / 46 in

flying weight: approx. 3050 g

Motor: Brushless 3665 KV2000

Impeller: 80mm, 12-blade

ESC: Brushless 100A

Servos: 8x 13g et 3x 9g MG Digital

Flaps: Yes

Rudder: Yes

Aileron: Yes

Retracts: No

Flying time: approx. 4min

Content

FMS 1/10 Jet 80mm EDF F-86 Sabre "The Hulf" PNP kit

Instructions manual

Required

Accu LiPo 6S 22.2V 4000mAh-5000mAh 45C

LiPo charger

6-channel or more radio package

A sad time for Canadian model fliers and a lesson for model aircraft organisations around the world. The AMA, BMFA, SAMAA etc have to work hard to protect model flying, it was around before manned flight after all. I guess there are two paths available in Canada, MAAC start fighting properly with more people joining to help with relevance or just close it down.

We first reported that there were storm clouds brewing in Canada in December 2022 there were calls to pull that letter down, don’t worry it will be ok.

Transport Canada has not improved safety one jot with this action established model flying organisations really are the experts in RPAS safety. In my opinion, it looks like a money group from the commercial drone world with the ear of Transport Canada has managed to win a divide-and-conquer campaign.

Transport Canada exempted MAAC Members from having to take the RPAS test required for drone drivers and from registering each model aircraft they owned. In their own words, MAAC received an exemption because…

Whilst this does include America with Josh Bixler and Dave Messina all of the conversation we had last night counts at the minute. Please excuse the confusion at the beginning all my fault!

MAAC had been engaged with Transport Canada for a long time before the new Part IX regulations came into force and worked hard to get our members one of the best agreements in the world. Fundamentally, Transport Canada reviewed MAAC’s operations and believed thefms rc jet Exemption plus the MAAC Safety Code form an “equivalence” to CAR Part IX in terms of public and aviation safety and saw MAAC as a trustworthy, mature and safety-conscious organization capable of self-governance and individually motivated rule compliance.

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Plainly the trust was broken and love lost, having watched videos from Bruce and Tim the plane man my understanding is that even control line flying is dragged into this mess. You will read at the bottom of the letter below that Transport Canada does not want MAAC members moaning at them.

Transport Canada has asked that we handle all inquiries on this issue internally, so please contact your zone director with any questions so they can forward them appropriately.

This sort of pandering to TC is what has allowed MAAC to arrive at this place, members should be writing to their elected members of government and complaining. But it looks like its too late.

Here is the letter MAAC sent to members on the 25th of February 2023

Dear Member,

In the January 23 eBlast, we outlined a plan to reauthorize outdoor flying that was suspended in December on a site-by-site basis. By January 31, we had reauthorized over fifty sites. A few days later, on February 3, Transport Canada called a special meeting with MAAC’s Transport Canada Advisory Group and senior management. At that meeting, we were advised that our Exemption from Part IX of the Canadian Aviation Regulations (CAR) is no longer in effect due to breaches of exemption condition 3, sanctioning fields in controlled airspace without the required written agreements.

Transport Canada indicated that the written notification would be sent to us and initially asked us to wait until it was issued before making any MAAC-internal announcement. They also recognized that our recently reauthorized members might continue flying until MAAC was notified. Because of ongoing delays in processing the Transport Canada notification, we reached an agreement with them this week to notify our members.

Effective immediately, all MAAC members operating Remotely Piloted Aircraft Systems (RPAS) must comply with all Canadian Aviation Regulations, including CAR Part IX.

Since the February 3 call, MAAC and Transport Canada have been actively engaged in ongoing discussions to ensure our members can again enjoy the hobby responsibly under a new exemption. We are also working on ways to make life under Part IX as easy and flexible as possible for the members.
More information on legally flying RPAS in Canada can be found on the Transport Canada ‘Flying your drone safely and legally’ webpage.

What does this mean?

All MAAC members flying Remotely Piloted Aircraft Systems (RPAS) outdoors must now have a
minimum of a Basic Pilot certificate and comply with all Canadian Aviation Regulations, including CAR
Part IX regulations.
MAAC RPAS sites that are either indoor or have been issued a Site Operating Certificate may continue to fly. All outdoor operations must comply with all Transport Canada CAR Part IX regulations. New Site operating certificates will be issued reflecting Part IX restrictions.
Altitudes are limited to 400 feet above ground level (AGL), and higher altitude limits on either a Site
Operating Certificate issued this year or on Altitude Waivers issued last year are rescinded.
MPPD-15 Altitude Limit Policy is withdrawn.
Where RPAS flying can happen, so can events. We are still assessing what changes might be needed
for fun-flys and contests, and we will ensure that club executives are fully informed as soon as possible.
International RPAS operators are now required to obtain an RPAS Basic Pilot certificate and obtain a
Transport Canada Special Flight Operations Certificate (SFOC) to operate an RPAS in Canada.
The Canadian Aviation Regulations is a legal document that only uses the term RPAS and does not use ‘drone’. The Transport Canada website uses the word ‘drone’ in many of its pages and subsites. These terms are equivalent for MAAC purposes.

Things get slightly more complex when we move on to an accurate scale model. World War II fighters are popular builds; most are tail-draggers, and many have the gear arranged so the struts rake forward relative to the wing chord line when extended, and rake aft from the span line when retracted (Figure 2). Add the dihedral angle seen in the front view and it becomes difficult to visualize just how to fit the retract mechanism in the wing.

Let’s plan the retract installation for a hypothetical model with the strut raked forward 10º in the side view, raked aft 20º in the plans view, and perpendicular to a flat center section of the wing.

With the power of the CAD program, you can see how the gear installation will look after making any changes. All drawings will be of the left wing.

It is clear that you will have to tilt and rotate something to get the strut where it belongs. What happens if you tilt the entire mechanism 10º forward (clockwise) in the side view and rotate it 20º backwards (clockwise) in the plans view? That will create 20º of toe-in on the extended wheel, but you can fix that by twisting the strut 20º counterclockwise in the trunion. That gives the result shown in Figure 3.

Figure 3.

This may actually be acceptable, depending on the size of the tire and the thickness of the wing. Looking at the strut in the front view, you can see that there might be circumstances where the wheel would not retract completely into the wing. In the side view, the wheel is at quite an angle compared to the lower surface of the wing.

Now think about adding a cover door to the strut. It ought to be roughly parallel to the tire, but with this setup it will either be way out of alignment with the lower wing skin in the retracted position or angled to the slipstream when the gear is extended.

The full-scale aircraft manufacturers made numbers like these work so shouldn’t you be able to mimic that? Yes you can, with the following three-step procedure.

First, add the rake forward angle (extended) to the rake aft angle (retracted) and divide by two. In our example, [(10º + 20º) ÷ 2 = 15º], the mechanism—actually the pivot pin is the key item here—will be mounted in the wing rotated 15º clockwise in both the side and plans views.

The second step is to rotate the strut relative to the pivot pin. Subtract the rake aft angle (retracted) from the rake forward angle (extended) and divide by two. In the example, it is (10º - 20º) ÷ 2 = -5º

Figure 4.

The negative sign means the strut is rotated 5º counterclockwise in the side view. In other words, you need to put a “kink” in the strut. This kink may be the hardest part of the installation to implement and I’ll give some ideas on how to do it. Figure 4 is an exploded view that shows two ways of making the kink.

The third step of the procedure will be to calculate the required retraction angle. In the example, you can see it should be greater than 90º. Or the opposite can happen. When I built my Ki-61 Tony, the retraction angle needed to be less than the 90º built into the mechanism. I was unable to fudge it and got downgraded at every meet I entered because the strut was not at the proper angle with respect to the lower surface of the wing.

I had to splay the strut outward, otherwise the retracted wheel would have popped through the upper wing skin!

You can find the required retraction angle using solid geometry, trigonometry, and an $11 scientific calculator. First, calculate the distance between the lower end of the strut in the extended and retracted positions. Then plug this number into the Law of Cosines to calculate the retraction angle.

This is only a “first approximation,” because it does not consider the kink angle. In the example, the correct angle is approximately half a degree larger. This is insignificant given the tolerances in the building and the manufacture of the gear mechanism. See the sidebar for these calculations.

Commercial retracts are available with retraction angles varying in 5º increments. The sidebar calculation determined that about 94º of retraction angle was needed, so let’s install a 95º unit.

In the previous example it was necessary to rotate the strut in the socket of the trunion to avoid a huge amount of toe-in on the wheel. That must be done again, but you have two ways to do this. You can either rotate the strut on the kink, or rotate the kink in the trunion.

The better way is to fix the strut to the kink and rotate this assembly in the trunion. This will keep the strut vertical in the front view.

Figure 5.

Figure 5 shows the installation if you use a 5º kink and rotate the mechanism 15º clockwise in both the side and plans views. This is essentially what you set out to achieve. The only deviation is that the strut is raked a bit too far in the plans view. I’m reasonably sure this is because of the 95º retraction angle where the method’s geometry is based on a 90º angle.

The installation may still not be exactly as the full-scale gear. To match the full-scale geometry you would have to have the point where the strut intersects the pivot pin at the same relative location in the wing as on the full-scale. This may not be possible given the relationship of the strut socket, pivot pin, and height of the model’s retract mechanism.

This could also make the gear door geometry even more challenging. I can only suggest some finessing and finagling to fine-tune the installation to meet your standards.

As mentioned, making the kink in the strut may be the biggest challenge in this project. On a small model with 5/32- or 3/16-inch wire gear, it is only necessary to bend the wire that inserts into the trunion.

I did this on a Hurricane, but unfortunately, the wire would bend on rough landings and I would have to remove it and adjust the bend angle. I suspect the wire lost its temper when I soldered washers on the kink to set the length of insertion into the trunion and strut.

The retract mechanism in my 86-inch span Ki-61 was set up for a 1/2-inch diameter strut. The strut itself was hollow tubing. I used some 1/2-inch aluminum bar stock to make a fitting such as the one shown in Figure 4. First, I made a fixture (see Figure 6) from a piece of 1-inch hex stock.

Figure 6.

I drilled a 1/2-inch hole in the face of a short length of stock, but at a 5º angle. (The kink for the Tony’s gear also worked out to be 5º, but 5º forward.) A piece of the aluminum bar stock roughly 1-inch long was inserted to half its length in the fixture and held with a set screw.

The fixture was mounted in the three-jaw chuck of my mini-lathe and the exposed portion of the aluminum turned down until it would just fit inside the strut. The axis of this necked-down portion is rotated 5º from the axis of the 1/2-inch diameter section. When the parts were as well aligned as I could get them, I drilled the strut, kink, and trunion for bolts to hold them together.

I hope this technique will save you some frustration and yield a more accurate model on your next scale build.

Read more about main landing gear strut rake angles and how to calculate retraction angles on page 37 in the August issue of Model Aviation and in the tablet app.

Share your tips or experiences installing retractable landing gear.