||2 x Permax 480
||3 HS 81 + 1 HS 85BB
||35 ESC BEC
||8 cells - CP1700 for this review
||5 + Landing lights
from wing edge
||The Manual is extremely clear, so I won't
repeat it. Time to build depends how nice you want the plane to look like
but 8-12 hours sounds reasonable. It is a real pleasure to build as
everything goes just perfectly into place. Like a Meccano (cc) (for whoever
knows what it is...)
One important point regarding the shape of the battery used. A
zagi type will balance the CG fine but a flat 4x2 Pack won't. If you want
to use the 4x2 ones, an added weight will be needed, in the tail, to
compensate. 0.98 oz (or 28 gr) did it for me, using up to 8x3000
NiMH which is small enough to be fine.
I tried the above and IT IS A BAD idea ! On the ground, then the
plane's CG is fine but the plane can't then stay on its 3 wheels and has
to sit on its tail....
Solutions to this ? Either moving the complete central landing gear more
in the back of the plane or trying to use Zagi type battery packs.
New test, without the white spinner, that looks good. Well, it looks
less good but suddenly, the plane flies great !!
Few building tips:
- For the front wheel, remove some of the wood, in order to allow the
wheel to turn with a bigger angle
- When installing the nose decals, start actually with the nose, in
order to make sure that you cover symmetrically the nose and fully
- On the wing, use a carbon fiber tube in
conjunction with the stock wood spar to add alot of strength to the
- When installing the wing spar into the hole of the wing, install it
first, in order that if you wish to remove the electric cables, later, it
won't be in your way. Said this, it is rare that they may have a
problem. Only if you wish to move from Brush to brushless, this can be
- You can use normal servo extensions, in the wing, just remove a
little of the foam, at the plug, and make it flat
- Install the back landing gear (the one with 2 wheels) only at the
end. This way, it won't disturb you during the building phase
- Put a piece of flat wood, at the place where you will install the
battery, at the bottom in the cockpit. This to protect the foam from
being each time removed by the installation of the battery. Also, hard
landing could actually break the foam, if not well protected
- Don't put too much glue, where you think you may need, later on, to
remove the part. Example is the motor mount.
- Check where the tail would touch the ground, in case of bad landing
and put some piece of wood there, in order to protect the foam or some
piece of strong tape.
- It is not a must, but adding some "iron-on" carbon fiber
tape, would reenforce even further the wing and the added weight is
no small that it is negligible.
- Don't install a spinner, even if it
looks nicer, that takes some of the power of the propeller.
- VERY IMPORTANT !!! Don't follow
the picture, regarding the landing gear. It is mis-leading. The angle
a 90 degrees, should be in the back !!! If not, the plane won't
- Add some tape, on the bottom of the
plane. From the front to the tail, and covering the landing gear. The
tape must be re-enforced. This will strengthen the plane, on hard
landing and also prevent the landing gear from breaking, when hitting
some bumps on the landings or take-offs.
View Building Phase
Power Consumption: 25 Amp full throttle, using 2 x Permax 480
and 5.5x4.3 prop, with 8 cells
||fast, easy and
nicely. With a 6x4 prop, would certainly fly even better
||Very long. The
plane glides forever. Spoilerons are very useful to shorten the landing
foam is fragile and does not like a bad crash. Pieces bent very much,
broken parts around.. Few hours of Epoxying + replacing missing foam part
with new foam.
||Foam, so Epoxy 5 minutes
+ Foam boam (polyurethane)
Comments on the full size plane
- "The P68 Partenavia aircraft is excellent for aerial
photography work due to its high wing, good visibility, and low speed flying capabilities.
Equipped with a modern moving map display, GPS, dual pilot static
system, six place intercom, and easy to remove seats, the P68 has the
versatility, and low level flying characteristics which make it very
popular for charter and aerial survey use."
- "The Partenavia P68C was designed by the head of aeronautical
engineering at the University of Naples, Luigi Pascale and his brother
Nino. The airframe is manufactured in Italy, with the engines,
propellers, avionics, wheels, brakes, and all other major systems
supplied from US manufacturers. The engines are extremely reliable
Lycoming IO-360s- normally-aspirated, fuel injected, 200 horsepower
The P68C is a clean and simple, sleek and modern, high-wing, fixed
landing gear airplane. It has outstanding flying qualities,
visibility, and reliability not offered by many other older, more
complex airplanes used in other charter operations. Its excellent
short takeoff and landing handling enables it to safely operate into
many small airfields inaccessible by other airplanes."
Partenavia P68 Plane information
First shots of the Kavan
Full Scale Plane pictures
Partenavia designed the P.68 as an efficient multirole twin capable of
performing a number of utility roles.
The P.68 Victor first flew on May 25 1970 and it soon demonstrated
performance similar to that of aircraft in its class (such as the Seneca),
which had retractable undercarriage. The high wing design also
incorporated a large degree of glass fibre reinforced plastic construction
in non-load bearing areas. Thirteen preproduction P.68As were built
between 1971 and 1973 before the improved production standard P.6813, with
a longer cabin, increased takeoff weight and redesigned instrument panel,
was delivered from 1974. A retractable undercarriage variant, the P.68R,
was trialled over 1976/77 but did not enter production.
The P.68C replaced the B in 1979 and introduced a longer nose to house
weather radar and more avionics, extra fuel, revised cabin interior and
redesigned wheel fairings. The turbocharged TC was introduced in 1980 and
features two turbocharged 157kW (210hp) TIO-360s. Observer versions of
both the P.6813 and P.68C have been built, these featuring a clear nose
section for helicopter-like visibility.
A turboprop development, the AT.68TP-300 Spartacus, first flew in 1978,
and led to the larger AP.68TP Viator, which is in Italian government
Partenavia ceased production in 1994 following its bankruptcy. The
company's assets were purchased by Santo de Fe in 1997 and he renamed the
company VulcanAir in 1998. VulcanAir resumed P.68 production in 1998 and
deliveries began in November 1999. Models offered are the P.68C and
P.68C-TC (both also offered in Observer form).
Monday, 20 June 2005