Wing Span 3,200mm
Cord Length
Wing type HN354SR(Norbert Habe's stable)
Wing Area 65dm2
Wing Load 29.6-61g/dm2
Carbon D-Box or Full Carbon
Portability 3 pieces
Tail plane
Tail type C-Tail, HN315S
Tail Area
Total Weight Light version: 1,950g
D-Box version: 2,000g
- Ballast :480g
Carbon version: 2,300g
- Ballast: 1,000g
Radio gear
6 Servos, 7 Channels over
Fuselage Length

- The NYX is a new molded F3F, F3B, F3J model that should be in production, and in the air, before the end of the year 2001. These days it can seem as if there are new mauled models everywhere, but this isn't strictly true. What there is, is choice,
which didn't exist some years back. Some specialization has taken place in mauled model design, with F3F and F3J model models beginning to move more towards particular styles, which are seen as beneficial in those particular tasks. Designing an
all-rounder is difficult by any stretch of imagination, but succeed, and you have an F3B model.
- The NYX from Breta model is pitched squarely at F3B/Slippery F3J end of the market, but even a cursory glance at the model will tell you that it's going to be a contender in the F3F field as well. It is quite large by F3F standards, it is told that a 3.0 meters version is being mauled for dedicated slope use.(Quoted from Quiet Flight International 53 Oct./Nov. 2001) (see the more comments bellow in this page)

(Mr. Miyakawa's Comments on 13 January 13, 2002)

NYX has been imported to Japan 29 Dec. 2001, which was the first model that imported to Japan. We asked Mr. Miyakawa to evaluate NYX, who is a excellent F3B competition flier. We could see its maiden flight on 13 January 2002. His first impression on the kit is that the quality or completeness of NYX was more than his expectation. The stiffness of nose is stiff enough comparing with nose corn type fuselage, which enable us to stab at the ground when targeting the landing point precisely. The characteristics of trendy F3B model is the thin and super stiff airfoil such as that of Estrella and Champion A-model. The profile HN354SR is quite similar to the SA series profile adopted by Breta-model so far, and is very thin. Here we can have his report about maiden flight at the bottom of this page by Mr. Miyakawa including comments on the stiffness in the direction of spar of airfoil. The best time of his maiden flight was 16sec for Task C. (He pointed out that airfoil was much warped or deflected while launching in strong against wind and turning quickly in TaskC. However, Breta model treated his comment with quite sincere manner and quickly agreed to make airfoil stiffer. The reinforced airfoil will be provide very soon, from the first quarter of 2002. ) C-tail is very skinny surface rudder and stabilizer, is almost transparent as shown in the following photo. The fuselage is very robust, because it has thick orifice at the root of C-tail. The tortional rigidity seems to be enough to prevent C-tail from twisting at launching and Task C. The most grateful thing is that all wiring has been installed including 9 pin connector at the airfoil and fuselage as shown in the photo. See the following comment as for its detail.

Breta Model(Czech Republic) Jaroslav Hlavko & Martin Rails
F3X.com :price:
Light Version Glass/balsa/glass skin w/Kevlar & carbon fuse:
F3J Kevlar/carbon "D" tube & Kevlar/carbon fuse, ballast tube.
F3B/F3F All carbon skin, Kevlar/carbon fuse, large ballast tube.
ballast : Steel ballast divided into small pieces and space
Mail to RC-Sailplane.com

Radio Gear
Aileron Servo Box
Aileron Linkage
(Lower hinge)
Flap Servo Box
Flap Linkage
(Upper Hinge)
Flap Horn hole
Stabilizer Tailplane Rudder Tailplane
Flap Horn
Miyakawa's NYX Miyakawa's NYX Miyakawa's NYX Miyakawa's NYX Miyakawa's NYX
Radio Gear for Full carbon Version. Carbon rod is installed. Strong Nose which enable point landing Surface is very hard Transparent Rudder Mr. Miyakawa holding NYX imported to Japan first time.

There are more comments on NYX

Big models are not a disadvantage though the Scar, Trinitus and Icon testify to that. Airfoil sections are exclusively HN from Norbert Habe's stable; the wing being the relatively new HN354SR and the all-flying, cruciform tailplane being the HN315S. Wing, tailplane and fuselage are all taken from CNC milled mold, which is the best guarantee of getting accurate reproduction of the intended shapes. The cruciform tail(C-tail) should also produce a model that is much more yaw stable than one would expect from a V-tail. Another nice touch is Polyhedral rather than just tip dihedral. This is a little more difficult to engineer and mould, but the improvement in stability is well worth it.

Glass and carbon version will be available, with F3J version very likely to be flying 2.1kg, a very competitive weight for that class. There is less concern with ultimate lightweight on the slope, and carbon versions are probably better suited to F3F and F3B. (Quoted from Quiet Flight International 53 Oct./Nov. 2001)

(Mr. Miyakawa's Comment on 29 Dec. 2001)

The resilience of the airfoil is a key for turning at Task C, which comes from the stiffness of airfoil in the direction of spar. When we hang on one of the tip end of the airfoil with putting other tip end on the ground, and shake up and down, we can feel the resilience of the airfoil. The resilience of NYX is a little weaker than Estrella or Champion. However it is reasonable from the view point of its price. The surface stiffness is enough. It is like a rock. The carbon joiner is not thick, which is the same thickness as early Ellipse. However we must wait for the result of the test flight to know how stiff it is.

This new ship is designed for high performance from the start with the HN 354 SR airfoil. 8.05% thick and 1.64 % camber. Light 1900g versions will be good for thermal duration with a bit of camber added. New aggressive wing shape. The model is in flight testing now and Tom Copp should have a example to debut at Visalia . (Quoted from F3X.com)
Norbert Habe is well known aerodynamic theorist mainly in Europe. His airfoils are favorite in Germany and Austria especially. Very often you will find his articles about airfoils in Aufwind Magazine. Parameters of airfoils are not measured in wind tunnel. They are simulated by mathematical models (Sielemann and Eppler).

Sophisticated, modern fuselage moulding techniques make cruciform/ T-tails a much more easier prospect than the bad old days of fuselage with a large ugly bandage of glass fibre reinforcement wrapped around them, right where they always break on landing. V-tails were an easy answer to that problem, but they simply don't fly as nice as a good cruciform or T-tail.

The Ballasting option is likely to be increased for the slope and F3B use. The ballast tube for F3F and F3B is lager than the one for F3J.(Quoted from Quiet Flight International 53 Oct./Nov. 2001)

(Mr. Miyakawa's Comment on 29 Dec. 2001)

Kit:The fuselage of Charisma by Breta model was very thin skin in order to make it lighter for F3J. The fuselage of NYX is rigid enough for Task C. The most critical issue is the tortional rigidity of the fuselage against the rotation around the fuselage axis, when C-tail is under against the rotational windy pressure. However it seems to be enough. C-tail is light enough in so much that C-tail rudder and stabilizer is transparent plate. The control rod of stabilizer for the full carbon version is a thick carbon rod as shown in the previous photo, which is a key of Task C and give good response at the turn of Task C.
Installation: The cockpit seemed wide, but JR1100mA could not be equipped,but 700mA battery layered. Because JR NES4131 was adopted as a standard elevator servo and 250g heavy nose ballast is required, the rudder servo must be a microservo and be stuck beside the receiver. The servo installation on the airfoil was comparatively easy, since many kinds of servo cover were in the kit. However the location of the holes for horns were not precise, adjusting strokes of each servo bother me a little. CG locates 10mm after from the spar end. Hook was in the front of the hole for hook. Total flight weight was 2300g. It took 4-5hours for installation.

The NYX works! Good pull on launch, great legs, landing is silky smooth. The NYX shows exceptional handling and a wing that is very efficient. I have the D tube version now and I know it will make a great performance TD ship for those that want the extra search capability of the HN section. The model comes pre wired with a auto plug in DB9 and the wires ran to the pre molded servo boxes. The NYX also includes a ballast tube and ballast bar of 17 oz for the TD version, a larger ballast tube will come with the full carbon F3B model.(Written by Tom Copp of F3X.com)

(Mr. Miyakawa's Comments about the maiden flight on 13 Jan., 2002.)
Launch:The first launch was failed at the height of 20m under the cross wind from 60 degrees right, because the exact neutral could not be obtained due to the first launch. After adjusting trim of elevator, I let NYX land on the ground. The penetration performance seems to be good. The second launch was successful, but the airfoil was warped or crept like Sagitta which was predicted from when touching the airfoil. I released NYX earlier than usual because of protecting the new ship. However the NYX flew high after releasing and got comparatively high elevation.
Task A
:The thermal duration characteristic is excellent. The NYX responds to small thermal and can circle around by only rudder and elevator such as Xantipa/F3J. The stalling characteristics is superior, it does not stall even if the speed becomes comparatively law. In addition, even if it stalled, the NYX did not fall into spinning. We had 4 flight in the morning.
Task C:The wind was blowing at about 5m/sec from 90 degrees right. All ballast attached in the kit was loaded, which amounts to 1kg heavy. Though the airfoil was crept well, but the obtained height was very high because of the strong wind. (Breta Model treated his comment with sincere manner and accepted to make reinforced airfoil. They will provide them from the first quarter of 2002.) The first flight of Task C took 18 sec, because trim was not adjusted and was too much. The second was about 20 sec. The third and fourth were 17 sec. The fifth flight was 16 sec. It was the final and best flight that day. The NYX is well accelerated during speed flight and the momentum of its flight was good, which was such that a big scale ship files straight even in the turbulent and flied through 4 laps. No negative aileron. Snap flap was -5mm.

(Updated on Jan.21, 2002)