All
my models have a story; this one began at the end of June 2003.
Having
enjoyed three years in South London, an opportunity to move to Cardiff came along and I
grabbed it. The South Wales area is known as one of the best places in the world for slope
soaring.
Unfortunately,
in two years of flat field flying, most of my purchased gliders were electric sailplanes.
I
could not miss out on these slopes and really had to find a model that would be
suitable…this is where my search for a 60 inch pylon racer started.
The
choice is very wide when it comes to 60” slopers, confusing in fact. A lot of them
perform very closely and mainly their price, look and finish vary.
I
knew I wanted a model that stands out from the crowd, not only by its look but also its
speed and agility in the turns, with the option of adding ballast in the fuse. Browsing on
the Internet and looking at competition results, I came across a model which I had never
heard of before.
The
Scorpion 2 seemed very popular in France and had a lot of positive feedback on French
forums. Moreover, competition results of its manufacturer (Rémi Girard from CCM) spoke for themselves, reaching top
places along other established 60” moldies. There is only one way I would find out
what all the fuss was about…I placed an order for a Scorpion 2.
A
tailored model
Many
versions are available from Cévennes
Concept Modélisme:
- A hollow fibreglass wing (typical AUW 650 gr)
- A hollow carbon wing (typical AUW 700 gr)
- A foam core carbon wing (typical AUW 750 gr)
All
come with a choice of two fuselages: the so-called “short” fuselage (pure
glider) and the “long” one (which can be electrified).
Because
I wanted a durable and easy to repair model, I chose the foam carbon wing with a long fuse
to try and keep the weight down (less balancing lead required due to the longer nose).
A
very unique feature of the Scorpion 2 is that it is customized to your needs. CCM indeed
tailors its models to its customers’ requirements. Whether you want flaps, a carbon
fuselage or even a two-piece wing, it can all be done!
In my case, I quite
fancied a colourful scheme, a precise servo tray location in the wing and some bottom
hinged ailerons.
Six
weeks later, an unusually big parcel came through the post and I had no doubt about its
content.
After several
minutes of intense unpacking, I could finally get a first feel of the model. What seems to
be the rule with moldies is that you do not get a lot for your money…and the Scorpion
2 is no rule breaker here.
However,
it becomes clear why the box includes so few parts on closer inspection. The Scorpion 2 is
as much ARTF as you can get: the carbon canopy is fitted with closing system installed,
the wing fixation is done, all the hinges done with wipers on the ailerons, and even the
Vtail is glued on the fuselage. The finish on both wing and fuselage stands the comparison
with Eastern Europe’s models, even though my colour scheme is not perfect and carbon
can be seen through the paint (here the Scorpion 2 reminds me of the Samba range of models
that have little paint to keep the weight down).
Some
English instructions are provided; they include some advice with the components selection,
some building tips and the set up of the model.
Did
you say building?
To
protect the wing’s shiny finish, I used masking tape each time I applied cyano or
epoxy.
I
carefully selected the components since micro servos only fit in the fuselage and some
thin ones are strongly recommended in the wing. This is due to the MH43 section, which is
used on pylon racers (that should be a clue regarding the speed of the model).
I
decided to install two Hitec HS125MG in the wing and two Graupner C2081 that I had spare
in the fuselage. They were all a drop-in and I strongly advise the use of similar
components, they make the building straightforward.
As
usual, I started with the fuselage, and it was clear the building would require very
little effort. All I had to do was gluing the servo tray, positioning the outer snakes,
and fixing the Vtail horns. Later on, I felt the need to replace the provided horns with
some ball links which allowed me to achieve more throw (the throw was mechanically limited
by the horns on my model).
Work
on the wing was also minimalist: I did not have to cut the aileron servo wells, not only
were they done with servo wires routed, but they were also reinforced with 3 layers of
carbon to minimize the outer skin’s deformation! Some epoxy/micro balloon secured the
HS125MGs and I used a 6 pin Multiplex plug to connect them to the receiver (but this is
not the best system to choose if you intend to insert a ballast tube in the fuse).
On
the top of the building tips provided by CCM, I would add that you need to push some hard
foam into the fuselage between the outer snakes. Doing so ensures an accurate movement of
the Vtail surfaces by preventing bending of the piano wires in the snakes.
Flying
at the slope
On completion of the
building, I had a smile on my face. This is an area where the Scorpion 2 succeeds, unlike
a lot of models that give a headache during this necessary step.
I was feeling confident
and looking forward to the maiden flight. Unfortunately, it was not until two weeks later
that I was able to fly the Scorpion 2 up the Bwlch Mountain. The wind hit the Wrecker
slope at a gentle 10 mph.
With the CG positioned
as far aft as advised, the Scorpion 2 was launched. 826 grams of carbon and foam started
flying around for the usual checks. The roll rate was excellent with the recommended
throws, and to say the truth, I was surprised that it rolled much faster than other 60
inch I have flown, and the Scorpion has less aileron movement! The control surfaces
have an amazing torsional stiffness indeed and the model reacts very quickly to each
transmitter input. However, Kevin Newton and I found that the CG needed adjusting and the
elevator throw had to be increased.
Being one of the rare
twin sticks pilot in the area (transmitter in mode 1), Kevin flew the Scorpion 2 and
helped me setting it up. The glider was ripping the sky in his hands and words such as
“natural pace” came out. A lot of interest was shown that day, and people found
the model stunning as well as nicely engineered and finished. The elliptical leading edge,
the bottom hinged ailerons and the practical wing fixation were a few details pointed out
by fellow fliers.
This flying session in
relatively light winds (but the Wrecker does not need a lot of wind to produce smooth
lift) showed a very lively behaviour and a racing ability.
The Scorpion 2’s
high AUW was explained to me as the result of a new manufacturing technique. It aims at
getting the same finish on hollow and foam core wings (which was not achieved before), my
wing being the first of the series. A typical AUW for a Scorpion 2 with foam core wing is
750gr.
For lighter wind
conditions (and thermal soaring from a flat field with the help of a bungee), I decided to
order an extra hollow carbon wing, giving my Scorpion 2 a 710 grams AUW.
My newly enlightened
Scorpion 2 was launched in a mere 2mph wind on the Back of the Wrecker. I was amazed that
day that the model was not only staying up when other models were grounded, but also
gaining height especially with the thermal setting switched on (4mm of down ailerons). I
was certainly very pleased with the performance.
Next flight occurred
still at the Bwlch, this time on Mickey’s slope with very different conditions: it
was this time blowing at 30mph, producing a very strong and smooth lift. I decided to fly
the “light” Scorpion 2 with hollow wing and see how it coped. Considering the
conditions, the Scorpion 2 was on the light side this time. To test the airframe, I tried
gaining as much height as possible, and then dive full speed followed by a huge loop. It
was rock solid and using the Snap Flap mix (5mm of down ailerons at full elevator throw)
helped tightening the loops. I put the model through its paces that day and felt the
Scorpion 2 would withstand high loads, making it suitable for DS (and I can confirm light
DS has successfully been tried by Kevin, reaching speeds of around 70mph). Landing in
these conditions was also a non-event, the Scorpion 2 reacting very quickly to every input
on the transmitter. Some up ailerons (20 mm) mixed with down elevator (2mm) help coming
down however.
I
have had many flights with the Scorpion 2 since and have always felt very little need for
the rudder. I fly my “light” model with more confidence than my
“heavy” one because it stays up when the wind goes down. I usually fly the foam
core wing in 15mph+ winds to act as a ballasted model: the Scorpion 2 becomes much faster
and livelier but is less tolerant if the wind goes down. I found that landing the 826gr
version was still a non-event using the same mixes. I set up +15mm/-10mm on the ailerons
with a Dual Rate at 60% for thermal flying and DSing. I have set the CG at 60mm from the
Leading Edge but I feel more experienced flyers will have it further aft.
And from…flat
field
I have always liked
all-round models, and because not everyone is lucky enough to live next to a slope, I
decided to see how the Scorpion 2 performed from flat field.
I
am not a very skilled soarer but thermals seem to find me somehow. I fitted a hook to the
fuselage and I was off to my local field. I have catapulted a few different models in the
past and this has always been a unique experience. The energy retained is phenomenal and
allows vertical climbs: the aim of catapulting is to gain as much speed (hence energy) as
possible and convert it into height upon release of the model. I found that using the
thermal setting (5mm of down ailerons) as the Scorpion 2 came off the bungee helped a lot
in this goal. In no thermal activity, I managed some flight of over 1 minute. But I would
think that a skilled pilot would easily reach twice as much, and even more in thermal
activity.
A different model
Do I feel that the
Scorpion 2 is a different model? If I consider it was made to my specifications, only took
a few hours to build, flies great and is very durable, my answer is definitely yes.
I like the unusual wing
fixation system because it is neat and reliable; I also feel that the wing would pop off
in the event of a big crash.
I should also say that I
have had the chance to test the model’s durability during a failed landing resulting
in a cartwheel: the fuselage hardly had any damage and the model was back in the air in no
time.
60 inch slopers are very
good performers and very enjoyable, so it is important to choose the right model that will
not spoil your day after a less than perfect landing.
But I was not only after
a durable fast model during my quest for a 60-inch, I also wanted a stunning glider that
people would stare at on the ground as well as airborne. All I can say is that the
Scorpion 2 fulfilled all my requirements.
Model:
Scorpion 2
Manufacturer:
Cévennes Concept Modélisme (www.ccm-rc.com)
Distributor:
European Sailplanes/ Soaring USA
Size: 60
inches (1.52 m)
AUW: 640/760
gr depending on version
Wing section:
MH43
Servos: 2 x
Hitec HS125MG in the wing and 2 x Graupner C2081 in the fuselage
Receiver:
Hitec Micro 555 Dual Conversion
Receiver pack:
4 cells of HE1100 NiMh
Construction:
Fully moulded with a choice of a hollow or a foam core wing
