Lazy Ace 62 (oz10341)
About this Plan
Lazy Ace 62. Radio control sport biplane model, for .60 power. Wingspan 62 in, wing area 1200 sq in. Fully Aerobatic, IMAA legal.
The 76in Lazy Ace (oz5008) first appeared in RCM November 1977. This here is a later, smaller version.
Quote: "This aircraft has been designed to have the great flying ability of the standard size Lazy Ace yet going a step farther. This model sports a semi-symmetrical airfoil, a slight lifting stab, and the ability to do any maneuver that you can ask it to. Yet with all of this action she can stall land slow and easy like the larger Lazy Aces. A .61 two stroke engine will pull her perfectly, but the nose is large enough to accept a .90 two or four stroke engine.
The wings spars are spruce, the fuselage has spruce longerons, and the horizontal stab has spruce spars also. The wing ribs are precision die cut, while all of the rest of the kit is machine cut and sanded.
The cabane struts are designed to be very easy to construct to finish with a prefect wing incidence. The kit is crafted from hand selected balsa, spruce and plywood. The parts are machine cut and sanded except for the wing ribs which are die cut in the cleanest, most precision way that you have ever seen.
The 62 inch Lazy Ace was designed to provide modelers with a super flying biplane of a bit more convenient size. She is still a large bipe enough to fly in any IMAA Fly In. Not only does she look great, but she can do knife edges, snaps, rolls, spins, flat spins, smooth take offs and dragged in three point landings. She is quite simply a joy to build, fly and own!"
- text quote found on wayback machine, defunct web page address was: http://www.skymaster.net:80/62lazyacekit.html
Quote: "Hi Mary and Steve: It took me years to find this plan, for some reason it’s not as common as the other sizes of the Lazy Ace. I’m pretty sure that the 62 inch Lazy Ace was the original from which the other versions were developed. I owned a hobby shop for about 10 years and asked every builder that walked in the door for a set of these plans (along with a few others). One day a fellow walked in while I was out of town and handed my wife the plans. I still don’t know who it was! I hope others will enjoy building this version of the Lazy Ace. Sincerely, Eugene"
Direct submission to Outerzone.
Update 21/03/2020: Added review from RCM August 1997, thanks to RFJ.
Quote: "RCM Product Review: 62 in LAZY ACE, Sky Master Industries.
The lazy Ace was first designed and built in 1976 as a 76 in wingspan sport biplane by Chuck Cunningham. This size has been powered with various engines from .61 2-strokes to Quadra 35s, and was featured in the November 1977 issue of R/C Modeler as a construction article (RCM Plan #706).
The basic design remained unchanged, but around 1985 two larger models were built, one 84 in wingspan and the other 96 in. Plans for these two models are still available, as well as partial kits. Contact Sky Master Industries for more information.
The 62 in Lazy Ace was first flown in 1992, and it is the subject of this review. Both the 62 and 76 in models are available in kit form.
The plain, sturdy, 48 x 7 x 6 in cardboard box was neatly packed with the bundles of wood sheets and sticks on the bottom of the box. Three plastic bags contained most of the precut wood parts, as well as the bag of hardware and the prebent cabane wires. A two-page parts list helped to identify the parts. Paper padding prevented any damage during shipping.
Construction: The two full-size plan sheets, 36 x 64 in and 36 x 60 in, were accompanied by five pages of instructions. The quality of all the parts was good, with clean machine and die-cutting. There were a few discrepancies between dimensions shown on the plans and those in the instructions. There were also several steps out of sequence or omitted in the instructions, and these problems were brought to the attention of the manufacturer to be corrected.
Note: The bottom wing must be built first since it will be mated to the fuselage during its construction.
The wings do not incorporate dihedral, so they were built flat on the work surface. All of the ribs were the same size, but ten of them had holes for the aileron servo leads in the lower wing. Since the ailerons are quite large, I only built them into the lower wing as shown on the plans.
The 1/4 in sq spruce main spars were pinned to the work surface and holes for the leading edge dowels were drilled in the lower wing dihedral braces, and the main brace glued in place. The wing ribs and precut balsa webbing were glued in place, followed by the top spars, trailing edge sheeting, leading edge and sheeting, then the capstrips. After the glue had cured, the wing was turned over and completed. The basic construction of both wings was the same, but there were numerous differences such as the ailerons, servo mounts, wing bolt blocks, and 'N' strut mounts. For this reason, the instructions must be followed carefully. The ailerons were cut away and finished after the lower construction was completed.
The fuselage sides were built-up from precut 1/4 in sheet balsa pieces and 1/4 in sq spruce and balsa stripwood. The inside of the forward fuselage was strengthened with doublers of 3/32 balsa sheet, grain vertical. The right side doubler was located 3/32 aft to attain the desired right thrust in the fire wall. Downthrust was already built into the sides. The 1/4 in plywood fire wall, along with the bulkheads built from strips of 1/4 in plywood, made a very strong 'box' fuselage structure. The completed lower wing was fit to the fuselage per the instruc-tions. The tail of the fuselage sides were brought together, and the cross braces glued in place. The tail wheel support piece and bottom sheeting were then added.
The cabane strut braces (2) were made from 1/8 id brass tubing glued into a precut groove in the 3/8 ply cabane supports. These were glued into holes cut into the fuselage sides.
The top of the forward fuselage was formed by wrapping 1/32 plywood over balsa formers and 1/4 in sq stringers. The top of the fuselage from the cockpit to the stabilizer was built of formers and 1/4 in sq balsa stringers. I added several extra stringers to give this area a more rounded appearance.
The design did not provide for access to the fuel tank/battery compartment! Since the ignition unit for our CH system had to be located in this compartment, I needed this access. I added two extra formers and 1/4 in side rails before gluing on the 1/32 plywood sheeting. When the glue had cured, I cut away the hatch. After the model was covered, the hatch was held in place with nylon straps and small screws.
The stabilizer was built-up over the plans from 1/4 in sq balsa and precut pieces of 1/4 in sheet balsa. I added an airfoil section to the top of the stab made from a balsa spar and balsa rib sections. This was an option suggested in the instructions.
The elevators were precut 1/4 in sheet balsa, joined with a 1/4 in dia dowel. The fin and rudder were built-up over the plans from pieces of 1/4 in sq balsa. A plywood brace in the fin extends through a slot in the stab, to the bottom of the fuselage. Strong!
The cabane braces were assembled from prebent 1/8 wire with 1/16 wire cross braces held in place in a jig made from scrap lumber. The joints were wrapped with wire and soldered. I used a large soldering iron and silver solder for this job.
The precut plywood pieces for the wing cradle were assembled over the plans, with holes drilled for the cabane braces and nylon wing bolts.
The lower wing was attached to the fuselage with leading edge dowels and nylon bolts. The cradle for the upper wing was held in place on the cabane braces with wheel collars, and the wing attached to the cradle with nylon bolts. When assembling the interplane 'N' struts per the instructions, you must make certain that the spacing between the wings is the same at both ends, and that the wings are parallel to each other!
I used Hot Stuff UFO for almost all the construction, with Titebond where I needed a little extra time, and epoxy where recommended. The UFO was ideal, since it made very strong glue joints, and didn't create any fumes to bother us.
Covering: The color scheme I selected was similar to that used on Navy biplanes in the 1930's. The model was covered with Coverite's 21st Century Fabric; white, with red tail surfaces, fuselage band, and upper wing 'V', and Cub yellow for the top of the upper wing. Letters and numbers were from Coverite Graphics, and the 6-1/2 inch stars were from Sig Mfg. The 9-1/2 in dia ring cowl, from Fiberglass Specialties, was painted red. White was used on the cabane wires, wing cradle, 'N' struts, and landing gear. All priming and painting was done with 21st Century spray paint.
Du-Bro 4 in wheels were used on the main gear, with a Klett .60 size tail wheel assembly bringing up the rear, so to speak.
Engine: I selected an Enya 120R 4-stroke with stock muffler and CH ignition system with throttle coupled spark advance. A 500 mAh battery pack powered the ignition system. This combination was powerful and reliable, with excellent idling characteristics. The designer concurred with our selection of a 1.20 4-stroke engine, although the magazine ad advised a .90 4-stroke. The struc-ture was certainly adequate for this slightly more powerful engine.
Fuel (4-stroke glow fuel) was supplied from a Sullivan 16 oz. tank. The engine was mounted on a JTEC aluminum mount, drilled for the Enya 120R.
Radio: A reliable Futaba 7FGK system with dual conversion receiver and five servos (S-148s for ailerons and throttle, and 1/4 scale size S-134s for rudder and elevator) was used to control the model. A 1200 mAh battery pack from Sanyo supplied the electrical power.
There was plenty of room in the fuselage for all the radio equipment and the ignition battery. The ignition unit was located in the fuel tank compartment because of the length of the high-tension spark plug lead. No radio interference problems were encoun-tered at anytime while using this system.
Flying: The CG on the model was just slightly ahead of the location shown on the plans. We checked the incidence on both wings and there was only 1/2° difference. Sometimes it helps to be lucky!
Control travels were set according to the instructions. Thanks to the built-in right thrust, hardly any rudder cor-rection was required on take-off. With elevator neutral, the tail came up almost immedi-ately after applying power and, with a touch of up, the model was climbing away. All the basic aerobatics we tried (such as loops, Immelmanns, stall turns, Cuban eights, etc) were accomplished easily and smoothly, thanks to the power of the Enya and the generous wing area of the model. There was no tendency for an inadvertent snap roll; in fact, we needed to increase the elevator and rudder throws to get the snap and spin characteristics we enjoy.
Conclusion: A pilot who is comfortable with aerobatics, and competent with taildragger take-offs and landings, can surely have a lot of fun with the Lazy Ace 62.
This is not a beginner's kit, and there are no numbered, illustrated step by step instructions, and you'll need more than a model knife and some glue and sandpaper to complete this model. Experience with several model airplane building projects would be advised before attempting to build the Lazy Ace 62. Nothing was particularly difficult, but there were a lot of pieces, not all precut, and numerous time consuming tasks. In these days of $100 plus airplane kits, the Lazy Ace 62 is certainly a good value for an experienced builder and flier."
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User commentsThe immortal Lazy Ace, one of the all-time great model designs from the 70's. I test flew one of these for Allen Johnson at the Oneonta Al airport, sometimes used for model flying at that time, acres of runway. Allen did his usual impeccable job, that's why I didn't inspect it too closely before flight. It took off perfectly with almost no trim needed, but it gradually seemed to need more UP elevator trim as the flight progressed. Soon, I was holding almost full UP elevator just to keep it level, that's when I announced it was time to land. It had needed, by this time, a lot of speed to stay in the air, and I had to approach the 5000 foot runway with caution. It set down whistling with almost full speed and coasted a loooonng way down the field, ending up in the long grass. The problem quickly revealed itself, Allen had neglected to install the screws in the servo tray, allowing vibration to move the servos (and the elevator) way out of place. But it survived what for me was a learning situation, flying well for the next few years. Contrary to common knowledge, the Lazy Ace 62 was a smaller version of the larger Ace, appearing in RCM a few years later. The original model was a little too big for a 60 motor, but the 62 flew perfectly with a 60, while the larger one really needed a 90. If you want a truly nice-flying biplane, you can't go wrong with the Lazy Ace 62. Allen's Lazy Ace needed the landing gear moved back to the leading edge of the bottom wing for better ground handling, easy to do, just drill some new screw holes.
DougSmith - 14/08/2018
Over the years Skymaster Industries produced five versions of the Lazy Ace - Lazy Ace 76", Sporty Ace 47", Big Lazy Ace 84", Super Lazy Ace 96" and finally, in the mid 90s, Lazy Ace 62".
RFJ - 26/08/2018
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