Written by Jon Barnes
Fly from land or water with the flick of a switch
Product review
Photos by the author
As seen in the June 2016 issue of Model Aviation.

Specifications

• Model type: Amphibious
• Skill level: Intermediate
• Wingspan: 56.6 inches
• Wing area: 421 square inches
• Length: 44.3 inches
• Weight: 61 ounces
• Power system: 41-19-900 Kv brushless motor; 40-amp ESC (included)
• Radio: Minimum six-channel transmitter and receiver
• Construction: AeroCell foam
• Street price: $229.99

Test-model details

• Motor used: 41-19-900 Kv brushless outrunner (installed)
• Speed controller: 40-amp brushless with BEC (installed)
• Battery: 3S 2,200 mAh 25C LiPo
• Propeller: 11.5 x 6 plastic
• Radio system: Tactic TTX850 SLT 2.4 GHz transmitter; Tactic TR624 SLT 2.4 GHz receiver

• Ready-to-fly weight: 61 ounces
• Flight duration: 5 to 8 minutes

Pluses

• Can be flown from water or land without needing airframe reconfiguration.
• Operating speed of the mechanical tricycle gear retracts is kept slow with an electronic speed-reduction module.
• A hinged cantilever hatch creates easy access to battery compartment and cockpit.
• Bright navigation and landing lights help in reduced-visibility situations.
• Toolless wing and horizontal stabilizer attachment systems.
• Retractable water rudder enhances control when taxiing on water.

Minus

• The horizontal stabilizer did not sit squarely when mounted to the airframe and needed to be shimmed.

Product review

On average, an adult human’s body is 60% water. Roughly 71% of the earth’s surface is covered by water. A human cannot survive without water for much more than a week.

Armed with those statistics, it should come as no surprise that many pilots are unavoidably attracted to flying their models from water. Some of us typically endeavor to keep a float-equipped airplane or amphibious aircraft on our hangar’s active roster at all times.

My all-time fondest flying memory involves a late-evening session with my float-equipped Flyzone Beaver. That evening, the Beaver’s navigation and landing lights twinkled in the dusk. The red and orange western sky was mirrored on the glassy surface of the water. I kept flying, telling myself that I would shoot “just one more touch-and-go.” When I had finally exhausted all of my battery packs and called it a day, the sun had long since set and I was flying the Beaver in the dark. And loving it!

Now enter the Flyzone Seawind. Flyzone’s AeroCell foam-composition amphibious model is a flying boat (the fuselage serves as the principal float). This 56-inch wingspan model is based on the real-world amphibious airplane known as the Seawind 300C.

One of the most exciting features of the Flyzone Seawind is that it is capable of flying from both land and water in the same flight. The permanently installed set of suspension-equipped, retractable tricycle landing gear even includes a speed-reduction module. This in-line unit slows the deployment and retraction of the tricycle gear, making it operate at a scalelike speed that more accurately mimics the gear used on a full-scale Seawind.

With this model, a pilot can switch between land-based and water-based operations at will and in midflight. This feature also negates the need to reconfigure the aircraft based on whether a pilot is heading to a club field or to a local pond.

Although Flyzone had my attention with the included retractable landing gear, the model’s list of built-in features is lengthy and impressive. A retractable water rudder automatically deploys when the tricycle landing gear is retracted. Flyzone included a hinged plastic hatch lid to allow pilots easy access to the flight battery, which is a commonly used 3S 2,200 mAh LiPo battery pack.

Two sets of gray foam seats are magnetically retained and can easily be removed, if necessary. The seats, as well as twin control yokes and instrumentation graphics, are all visible through the clear cockpit windows and create nice scale realism. The two wing halves mount to the fuselage using a unique, toolless twist-and-lock system and come with both fixed and flashing navigational lights preinstalled in the downturned wingtips.

An extra foam spinner and a squeeze bottle that can be used to vacuum water that might get into the airframe are included in the box. And don’t forget the preinstalled brushless power system and full series of seven servos. As a receiver-ready (Rx-R) model, all that a pilot needs to add is a minimum six-channel radio system and a 3S 11.1-volt 25-30C 2,200 mAh LiPo flight battery.

The kit includes an extra foam spinner and a plastic squeegee bottle. The latter is useful for vacuuming out the small amount of water that can make its way into the nose gear well during water-based operations.

Assembly

When starting a fresh build, the first thing I normally do is gather my favorite hand tools. These include a pair of Phillips screwdrivers, one flathead screwdriver, an X-Acto knife with a fresh blade, a pair of curved-jaw hemostats, and a small adjustable wrench.

A quick read of the Seawind’s 12-page black and white photo-illustrated assembly manual (Flyzone also includes a two-page speed controller programming guide) revealed that the bulk of the airframe assembly can be completed without tools! Flyzone engineered an innovative approach to securing the wing halves to the fuselage.

Simply slide each half onto the carbon-fiber spar, guide it into the plastic wing saddle, and rotate the trailing edge upward. A plastic retainer is then used to lock the wing into position. The horizontal stabilizer/elevator assembly similarly keys into the airframe without the need for traditional hand tools.

I noticed that this stabilizer did not sit as squarely as it needed to when mounted to the airframe. I was able to align it by shimming the low side with a thin sliver of balsa.

With the main airframe components assembled, the builder will have to wield a screwdriver or two to mount the two retractable main gear assemblies and to secure the various pushrods into their quick-link connectors.

Access to the somewhat cavernous fuselage interior is gained by lifting the large canopy hatch. Detents on the two cantilever arms lock the canopy into the raised position, which makes it easier to work “under the hood.” The first time that I lifted the hatch on the Seawind, I was surprised to find that the rear-mounted hinge was not engaged in the fuselage-mounted receiver. I figured that popping it back into place would be a quick and easy endeavor, but it wasn’t. As my double dose of patience pills was starting to wear off, I finally succeeded in getting it back into position.

The spring-loaded, aluminum-composition main landing gear proved to be sturdy and dependable.

The cantilever canopy latches in the open position, making flight battery swaps easier.

After the two wing halves have been secured in place, the twin small-diameter flap pushrods must be inserted into the same quick-link connector. The flap servo is positioned aft of the canopy opening, on the roof of the cockpit. Although younger builders will probably breeze through this step, my 50-something eyesight found this task challenging.

The two wing halves are easily removable, thanks to the toolless retainers used to secure them, but I decided that I would refrain from routinely removing them to avoid having to thread the needles again. Fortunately, the Seawind is compact when fully assembled and does not present any storage or transportation challenges.

Flying

Although most of the earth’s water is saltwater, I recommend flying the Seawind off of freshwater. The salinity of seawater can be caustic to unprotected metal parts. Although there are products available that can be used to apply a protective, water-resistant coating to electronics, for the sake of this review and to fully explore the design of this amphibious model, I decided that it was best to forego the application of any such products.

While perched atop my soapbox, I would also like to remind pilots of the risks inherent to flying amphibious models off of bodies of water with currents. Nothing could be more disheartening than helplessly watching one’s upended or battery-depleted amphibious model carried downstream and out of sight.

Pilots who suddenly find themselves in such a scenario have been known to make unwise and potentially unsafe decisions. It is important to respect the water, especially in colder weather.

With that quick word from the safety officer and a site-specific radio range check aside, I was ready to fly the Seawind. Because this model is primarily designed to fly from water, it seemed fitting to head for my favorite local pond first. Modelers with access to a lake that includes a boat-launching ramp will love the way that the Seawind can be taxied across the pavement, directly down the ramp, and into the water. And the reverse of that procedure after landing is even cooler!

The water rudder that automatically deploys from the aft end of the fuselage exerts a respectable amount of control authority during low-speed taxiing on water. The included Fowler-style flaps offer pilots options when it comes to takeoffs and landings. Although I tried plenty of them in a variety of configurations, I found that I preferred executing departures and arrivals with the flaps fully deployed. This configuration helps the Seawind break free from water and land in a shorter distance than when they are not used.

The included flaps enhance the Seawind’s slow-speed capabilities.

Carrying too much speed when attempting to land on water with the flaps deployed often resulted in a multibounce touchdown. Holding the Seawind off for as long as possible, allowing it to scrub most of its forward speed while slightly above the water’s surface, resulted in the best water landings.

Executing picture-perfect landings on the terra firma seemed an easier task, probably in part because of the suspension-equipped retractable landing gear. The Seawind’s stall speed is slow, and when the model finally decides that it is done flying, the stall is semisoft and easily recoverable.

Another feature that I found useful was the bright strobing navigation and solid-white landing lights that come preinstalled in the Seawind’s wingtips. It is not uncommon for California winter weather to include periods of incredibly dense, ground-level fog. During one of the land-based Seawind’s outings, an intense band of fog suddenly enveloped the field.

Although the predominantly white Seawind airframe demonstrated an amazing Houdinilike ability to almost disappear momentarily into the fog, the bright marker lights offered enough orientation cues to allow me to keep flying!

Because fog usually coats everything it touches with a damp blanket of dew, I decided to experiment with landings and departures from the wet grass. Although the grass at the field hadn’t been mowed for a while, I was excited to find that the Seawind was able to land and take off from the grassy green sea with no problem!

Conclusion

Although the Flyzone Beaver has been the king of my amphibious fleet for some time now, the grab-and-go convenience of the Seawind’s retractable tricycle-gear-equipped seaplane airframe has me giving it the noble nod. With the need to swap back and forth from floats to wheels negated, this model is ready to go flying wherever and whenever!

I enjoy the extra level of detail inherent to Flyzone’s Select Scale series of models. Whether in the air, on the water, or in a hangar, the included cockpit details, flaps, and lighting system endow the Seawind with a pleasing level of sport-scale realism.

The Seawind comes out of the box 100% ready for both land- and water-based operations.

Flight duration on 3S 2,200 mAh LiPo batteries, of which many pilots have an ample inventory, can be long and satisfying. The sole caveat, when engaging in water-based flight operations, is that the model requires a more-frequent, thorough maintenance regimen than its land-based counterpart.

Continual exposure to water can cause metal components to rust. I found it best to spend a little time making sure that I completely dried the Seawind airframe. I even used the included plastic squeeze bottle to vacuum the water out of the nose gear compartment before returning it to the hangar. A light coating of machine oil will keep the pushrods from rusting.

The broad, in-flight performance profile and all-weather, all-surface capabilities of the Flyzone Seawind have me committed to keeping this exciting model serviced and standing by for many more flight outings to come!
—Jon Barnes
barnesjonr@yahoo.com

Bonus video

Manufacturer/Distributor

Hobbico
(800) 637-7660
www.flyzoneplanes.com

Tactic

Tactic
(800) 637-7660
www.tacticrc.com

Written by Mike Hurley
A well-designed and capable aerobat
Product review
Photos by the author
As seen in the June 2016 issue of Model Aviation.

Specifications

• Model type: Electric sport flier/3-D aerobatic ARF
• Skill level: Intermediate
• Wingspan: 61 inches
• Wing area: 807 square inches
• Length: 57 inches
• Wing loading: 12.76 ounces per square inch
• Ready-to-fly weight: 4 pounds, 9 ounces
• Power system: 1,000-watt brushless outrunner; 70-amp ESC
• Flight duration: 5 to 7 minutes
• Radio: Minimum four-channel transmitter/receiver
• Construction: Built-up balsa, plywood, carbon fiber, fiberglass, and lightweight iron-on covering
• Street price: $299.95; airplane with optional iPAs package: $679.95

Test model details

iPAs Package
• Motor: Thrust 50 brushless outrunner
• ESC: Quantum 70-amp ESC with BEC
• Propeller: Vox 15 x 8 wood and CNC aluminum propeller adapter
• Servos: Four Hitec HS-5245MG
• Servo arms: Carbon-fiber servo arm extensions for the original plastic arms
• Servo wire extensions: Soldered-in lightweight wire

Selected to complete

• Radio system: JR XG11 DMSS transmitter
• Receiver: JR RG712BX (the RG612BX might be more appropriate)
• Batteries: Two PA V3 3S 2,200 mAh LiPo packs; also tested with one 6S 2,200 LiPo pack
• Connectors: Deans soldered-on connectors

Options

• Vortex generators: I flew the airplane with and without vortex generators and noticed little difference. The airplane might be slightly more stable in a Harrier, but I didn’t notice an increase in knife-edge performance
• Carbon-fiber spinner
• Wing bags: Fantastic quality; these are a must.

Pluses

• State-of-the-art design and engineering.
• Lightweight, ridged, carbon-reinforced construction.
• Designed like a much larger airplane.
• Well constructed at the factory.
• No calculations for the drive systems—just build and fly.
• Smooth and docile flight on low rates.
• Stable with powerful control in high-alpha flight on high rates.
• It’s beautiful.

Minuses

• Model required sanding, filing, and fitting.
• A factory-installed motor box would simplify assembly.

It’s been a while since I’ve had the chance to fly anything smaller than a 30% model, but lately I’ve gotten the bug for a small airplane. I have been looking hard at available offerings.

I’ve been building models for many years, and I love the design and sophistication of built-up wood aircraft. Done right, they can be so beautiful. I had already decided to try one of the products from Precision Aerobatics, so when I received the offer to review the company’s XR-61, I was thrilled.

Precision Aerobatics’ designs fit my style and sense of aesthetics. The company’s aircraft are designed much like a Giant Scale aerobatic airplane with slightly more delicate construction and more attention to keeping the structure lightweight.

The engineering and attention to detail of the XR-61’s construction are not only beautiful, but fascinating. It’s like lace made from wood. The computer-designed structures are so fine that if cut and built from only wood, they might have been too sparse, but with the use of Precision Aerobatics’ FiberFusion technology—a combination of thin carbon-fiber lamination and carefully placed carbon-rod reinforcements and crossmembers—this seemingly delicate structure is not only lightweight, but rigid and strong enough to endure the abuse of 3-D hucking (freestyle flying).

When the XR-61 arrived, I was anxious to check it out and happy to see that it was built just like my big airplanes—beautiful carbon-fiber landing gear bolted on from the bottom, wheel pants and cuffs just like my big airplanes, a carbon-fiber wing tube, a carbon-reinforced fiberglass cowl, and even a pull-pull rudder system with Kevlar cables.

There’s a carbon-fiber battery tray and the hatch lifts off with a single pin-style latch. The wings slide onto a carbon-fiber tube and bolt to the fuselage from the inside. All of the servo mounting positions and linkages are assembled as I would do it on a bigger aircraft (but appropriately lighter). It’s a miniature version of an International Miniature Aerobatic Club (IMAC)-style airplane.

The XR-61 is not a scale aircraft and my first impression was that the design seems meant to cross the boundary between precision flight and 3-D. The oversize wing and tail surfaces have a wide chord and large control surfaces for 3-D, but the long fuselage indicates the designer wanted smooth, stable lines. These two features are usually not found on one model when the intent is something such as a fun-fly 3-D aircraft or inversely, a mini aerobatic airplane.

The XR-61’s scalelike look could be mistaken for a scale aircraft that has been optimized for an extreme flight envelope, but the steep canopy angle, long front deck, and stylized cowl give it a sleek, racy feeling, almost like a cross between an Extra and a 1930s-era Thompson Trophy racer.

I’ve built electric-powered airplanes before and used drive systems based on advice from other modelers or recommendations from manufacturers. Precision Aerobatics’ optional integrated Performance Airframe-Drive System (iPAs) made me smile by taking out the guesswork.

The company has done all of the work for you. Precision Aerobatics spent a great deal of time developing the perfect combination of motor, battery, speed control, and propeller so that you don’t have to worry. This isn’t a conservative, underpowered, off-the-shelf offering; it’s a well-designed, no-compromises package optimized to work with the airframe.

The XR-61’s iPAs power package consists of a Thrust 50 outrunner motor, Quantum 70-amp programmable speed controller, a CNC-machined aluminum propeller adapter, four Hitec servos, carbon-fiber servo arm extensions, lightweight servo wire, and a Vox 15 x 8 wooden propeller. I also purchased a pair of 2,200 mAh 3S LiPo batteries, a set of vortex generators, and Precision Aerobatics’ beautiful, lightweight carbon spinner.

The XR-61 is seen here after unpacking. The picture includes the optional iPAs drive system that consists of the motor, speed controller, and more.

With the tough job of choosing a drive system behind me, it was time to start putting the airplane together. Precision Aerobatics includes a detailed, understandable instruction book with clear photographs and a CD with videos of construction techniques, including a short course on soldering that I found useful. Much of the construction on the XR-61 is done for you, including the well-designed pocket hinges for the ailerons.

The two elevator halves are coupled with a carbon-reinforced spar and need to be installed with CA hinges. My elevator halves were not quite perfectly aligned, but they were not off enough to affect flight performance.

The covering on most ARFs needs to be ironed again by the time the model arrives at your home, but the XR-61 wasn’t too bad. A quick stretch here and there was all it took. Be careful; the covering that Precision Aerobatics uses shrinks at low heat. It can pull away if you get too aggressive with the iron. Do not use a heat gun. I noticed that there are a lot of small bubbles under the covering where one color is ironed over the top of a base color.

The elevator and rudder hinges are practically the only things that require CA adhesive for assembly; nearly everything else is put together with epoxy. I found that few steps went together without some custom fitting. This took more time, but it isn’t a bad thing because I have an airplane that I know is fitted perfectly. I had to file all of the servo openings to get the supplied servos in place. I opened up the area around the mounting tabs to get the aileron servos to seat properly in the wings.

The horizontal stabilizers had to be cut, filed, and sanded to slide firmly into place. Additional filing and fitting resulted in perfect alignment with the wing tube. The predrilled holes in the carbon-fiber servo arm extensions all had to be custom fitted.

An insert to the manual advised, “Due to the manufacturing tolerance of the CF [carbon-fiber] wing tube and sleeves, you may experience a tight fit with difficulty sliding the wing onto the wing tube.”

The wing tube wasn’t close to sliding into position on my aircraft. The insert advises to sand the carbon-fiber tube; however, I chose to ream the wing and fuselage sockets using a wooden dowel wrapped with 80-grit sandpaper driven by a cordless drill. This process had to be done with great attention and finesse, removing a little at a time and rechecking it until a good fit was achieved. (Note: Precision Aerobatics now includes a wing tube that fits without modification.)

The motor box fit perfectly in place. After filing the holes for the carbon rods that lock it into position, it could be epoxied in place. At this point, several steps of fiberglass and epoxy are applied to beef up the motor box. It’s not hard to do, but it would have been better had it been done at the factory to save modelers some mistakes and aggravation.

The motor box is installed and reinforced with fiberglass in the assembly process. Precision Aerobatics includes a set of cooling ducts for the motor and speed controller.

After the motor box was completed, the airplane started to come together quickly and in no time I had it ready to test-fly. Precision Aerobatics is adamant about the balance point and the company stresses that the model be precision balanced with an appropriate device rather than using your fingertips. The balance range is 3mm—roughly 1/8 inch!

My balancing device has always been my fingertips, and although they aren’t accurate to within a millimeter or two, they’ve always worked well in the past. I had to wonder why an airplane that is so lightweight, with such a huge chord, has such a narrow center of gravity (CG). The model will fly fine outside of the recommended CG range, but Precision Aerobatics is demanding about how the model handles, so it is specific about the XR-61’s setup. So far, the company’s recommendations have been right on the money.

I started out with throws and exponential settings that were outside of the recommended range; everybody has a personal preference on stick feel and from experience, I know how I like the pitch and roll responsiveness. Rudder adjustments are not critical and can be fine-tuned after you get pitch and roll dialed in.

I placed the batteries to achieve the recommended CG (or as close as I could get with my fingertips) for the first flight. I used the recommended 50° throw for elevator, but I’m not into a lightning-fast roll rate, so I dialed it back from the recommended setting of 45° to 35° for the ailerons.

For high rates, Precision Aerobatics recommends 70% exponential on both aileron and elevator. I went with 60% on the elevator, and since I was down approximately 10° from the recommended high-rate setting, I started with 50% exponential on the ailerons. For me, anything past 60% exponential tends to numb the center too much and speed up the ends of the stick beyond my control, so I generally stay away from those high exponential numbers.

Flying

The XR-61 is super lightweight. On my scale, it’s only 4 pounds, 9 ounces with the batteries installed. The maiden flight was uneventful, but it was windy, so I didn’t get much trimming in. Since that first day, I’ve been able to log quite a few more flights.

The aircraft is built true and needed only a click of elevator and aileron trim. As I flew it, I kept moving the batteries forward 1/8 inch at a time. The tail tended to drop on the landing approach, and if the speed was up or there was a little headwind, it would balloon before settling in. Moving the CG forward slightly took care of this issue.

The feel is that of a lightweight fun-fly type of aircraft that changes directions immediately. At any speed, it will cut a 90° corner with a square edge. Huge wings and low weight mean that the airplane carries virtually no inertia. It will start and stop rolls and turn instantly. The fuselage is thin and the airplane has a small frontal area, so when you open it up in forward flight, the XR-61 is fast.

During 3-D maneuvers, I get the sensation that the XR-61 is as light as a kite. I guess that’s because the airplane doesn’t penetrate as would a heavier aircraft. It stays on the wing longer and doesn’t sink in high-alpha flight until the ground speed is almost nonexistent. This makes 3-D flight easy and controllable.

Inside of the XR-61 you can see the lightweight construction design and Precision Aerobatics’ carbon FiberFusion process that makes it strong. The company recommends a pair of 3s 2,200 mAh LiPo packs for propulsion.

With its low weight and huge wing area, the XR-61 excels in slow, docile flight, as well as high-alpha, 3-D maneuvers. The low frontal area allows the aircraft to fly fast, yet its low inertia means it will react quickly, even at high speeds.

It does rock the wings if you’re sloppy about how you enter into a Harrier maneuver, but it will stay steady if you enter cleanly. The XR-61 is different in how it does 3-D maneuvers compared with a larger airplane. Its entry or movement is forced by the big control surfaces and powerful thrust. The aircraft wants to stop when you center the sticks, while a larger airplane only has to be forced into half of the maneuver, and the second half leaves you trying to control the inertia and counter-correct to stop the model’s continued air penetration.

That also means that maneuvers that usually involve inertia, such as snap rolls, flat spins, or tumbles, are brutally forced with the oversized control surfaces. When you let go of the sticks, the XR-61 stops spinning or tumbling instantly as though it reappeared from hyperspace.

During the first few attempts at high-alpha rolls, I had some trouble getting the airplane to turn while rolling, but after a while, I started to really exaggerate the elevator input while the model was at the point of knife-edge flight, and that got the aircraft moving in the direction I wanted. I eventually could roll in Figure Eights without much trouble. Again, this seems to be because the airplane is so lightweight that it needs a lot of input or it wants to stay where it is.

Precision Aerobatics advertises that the XR-61 needs no mixing on knife-edge flight. I was skeptical because I’ve never run across any aerobatic airplane that truly doesn’t need mixing and flies perfectly straight in knife-edge orientation.

I was surprised to find that the XR-61 needs a fairly high angle of attack in knife-edge flight to keep it from sinking, even with the vortex generators, and I was even more surprised that it really does (more or less), fly knife-edge with no mixing. I use the words more or less because you do have to control the airplane during knife-edge because it tends to wander. As the rudder input increases, it tends to wander more, but at no time did I need to set up a mix with this airplane.

Optional carbon-fiber vortex generators are designed to modify the airflow over the wings and increase stability in high-alpha flight. The author flew the XR-61 with and without the vortex generators with good results.

On low rates, the XR-61 is docile and easy to fly. The airplane requires only half throttle and a short rollout to take off. With a bit of right rudder it tracks straight down the runway. After it’s airborne, you can keep the airspeed down and its character is smooth, easy flight with no surprises.

Rolls require a touch of down-elevator when inverted and loops don’t spiral or start to get scary fast on the back half of the loop. Cuban 8s and Humpty Bumps are slow and controlled, and the neutral rudder input makes for a clean Hammerhead with no rollout. I found myself making frequent Hammerhead turns because they are so easy to do and look fantastic with no effort.

Like any small, lightweight model, the XR-61 moves around slightly in level flight, but I found that it tracked well for its size and weight. It would take some practice for me to be able to fly a clean precision pattern with it, but if you are used to flying airplanes of this size, it will feel stable.

Conclusion

From my flight experience so far, the XR-61 could make a good first sport airplane long before you have the need for a 3-D monster. If you’re looking for a stable, responsive 3-D airplane, this will fit that bill as well.

The bottom line is that there are quite a few sport and 3-D-style airplanes in this size range, but what sets Precision Aerobatics products and this XR-61 apart is the quality. From the engineering design and construction, to the aeronautic design and flight performance, the staff at Precision Aerobatics has scrutinized every detail of this airplane, delivering the highest level of development possible.

I only own a few airplanes and the addition of the XR-61 has moved me back into the world of “normal-size” models. Now I can actually just put something together and go fly.
—Mike Hurley
mhurley222@twc.com

Bonus video

Manufacturer/Distributor

Precision Aerobatics
(770) 292-9122
www.precisionaerobatics.com

Sources

Hitec RCD
(858) 748-6948
www.hitecrcd.com

JR Americas
(217) 352-7959
www.jramericas.com

Written by Greg Gimlick
Simulated crop dusting day or night
Abridged product review
Photos by the author
Read the full product review in the June 2016 issue of Model Aviation.

Specifications

• Model type: Sport scale BNF park flyer
• Skill level: Intermediate pilot
• Wingspan: 48 inches
• Wing area: 382.6 square inches
• Airfoil: Flat bottom
• Length: 36.6 inches
• Weight: 45.8 ounces
• Power system: BL480 750 Kv outrunner motor (installed); E-flite 30-amp brushless ESC (installed); 11.1-volt 3S 2,200 mAh LiPo battery; 10 x 8 three-blade propeller (two included)
• Radio: Spektrum six-channel AR636A DSMX receiver (installed)
• Construction: Z-Foam
• Street price: $279.99

Test model details

• Ready-to-fly weight: 48 ounces
• Wing loading: 18 ounces per square foot
• Flight duration: 6 to 7 minutes
• Needed tocomplete: Five-plus channel Spektrum DSM2/DSMX-compatible transmitter; 2,200 mAh 3S 25C 11.1-volt LiPo battery and charger

Pluses

• Fast assembly; includes a screwdriver and a wrench.
• Great lighting system.
• Extra propeller included.
• AS3X stability.
• Optional flap hardware included (except servos).

Minuses

• Black paint around battery hatch chips off easily.
• Firewall wasn’t glued to fuselage formers so motor was loose.

Abridged product review

After admiring this airplane on the Horizon Hobby website, I was excited to actually get my hands on one. I did some crop dusting years ago in a full-scale Bell 47 helicopter and loved watching “the big boys” spray from their Cessna AGwagons, AGtrucks, and Piper Pawnees.

When I got the E-flite Pawnee Brave Night Flyer out of its well-packed foam box, I wasn’t disappointed with the look! Everything was wrapped and protected so the finish was pristine, until I started handling it. I immediately noticed that the black paint around the edges of the battery hatch had chipped off, exposing the white beneath it. I touched it up, but during the assembly, it needed more touch up. Aside from that, everything was gorgeous and the box included the only two tools required for assembly: a screwdriver and a wrench.

The finish on the foam is smooth and when the lights come on, it’s impressive. I was eagerly anticipating its first night flight.

The model comes out of the box with little work required to get it ready for flight.

There are several wires protruding from the wing halves after they’re joined. Be sure everything is there and not pinched anywhere before bolting them on.

There are several wires inside of the fuselage. Try to get them as neat and secure as possible. The button inside of the battery hatch activates the interior lights.

The author removed the cowl to glue in the firewall. This offered a good view to see if the battery would contact the motor bolts where they come through the firewall. Protect that area if you see that they’ll rub the battery.

Flying

The power from the 480 motor spinning the three-blade 10 x 8 propeller was more than adequate, and it was up in the air and mission-ready in no time. Tracking was excellent on the takeoff run and control authority felt good despite gusty conditions.

The AS3X stabilization technology nicely dampens bumps from thermals and turbulence. Crop-dusting alone is strenuous and nearly aerobatic, but no self-respecting agricultural pilot would do the things with his or her airplane that you can do with this model. Performing loops, rolls, flying inverted, and even knife-edge flight are possible with the Pawnee Brave Night Flyer. Knife-edge wasn’t pretty, but it’s not in the mission profile, either.

Own the Night

The wingtip lights are always on when the airplane is armed, but there is a button inside of the battery hatch that activates the interior lights. When the lights are on, the model glows beautifully, making orientation at night a breeze. The Pawnee Brave Night Flyer is nice and stable, so it is a great platform with which to gain some night-flying confidence.

The optional flaps were worth the effort. When fully deployed, they slow the model to a crawl.

Conclusion

I might never be a full-scale agricultural pilot again, but the Horizon Hobby E-flite Pawnee Brave Night Flyer brings back memories. I think E-flite has a winner in this one.
—Greg Gimlick
maelectrics@gimlick.com

Bonus video

Manufacturer/Distributor

Horizon Hobby
(800) 338-4639
www.e-fliterc.com

Sources

Spektrum
(800) 338-4639
www.spektrumrc.com

Written by Terry Dunn
A refined aerial platform
Abridged product review
Photos by Bryan McLarty
Read the full product review in the June 2016 issue of Model Aviation.

Specifications

• Type: Prebuilt multirotor
• Frame diameter: 350mm
• Radio: Eight-channel 2.4 GHz system (included)
• Minimum flying area: Large park
• Price: $569.99
• Power system: Four outrunner brushless motors with 8 x 4.5 propellers and 30-amp ESCs; 3S 5,200 mAh LiPo battery (all included)
• Flight duration: 12-plus minutes
• Flying weight: 42.3 ounces; 50.5 ounces with X3 gimbal and GoPro HERO3 Black

Pluses

• Excellent flight characteristics.
• Easy to work on and upgrade.
• Superb informational resources.

Minuses

• Transmitter switches not marked.
• Battery is somewhat difficult to unplug.

Most RTF multirotors are built as if the components inside of them are top-secret. Sure, their stylish, plastic enclosures are nice to look at, but these aircraft often require major disassembly to access the electronics for upgrades or repairs. The RC Logger NovaX 350 is a different type of RTF multirotor. Although all of the onboard components are protected and hidden from view, everything is easily accessible if you want to make a change—or to have a look at what makes it tick.

The NovaX falls into the 350mm class of quadcopters. The class designation denotes the distance between one motor shaft and its catty-corner partner. This class of quadcopters is popular because it can carry an action camera, such as a GoPro, for aerial photography. As you will see, they can be fun sport fliers, too.

After you unclip the quad’s protective outer shell, the electronic components can be accessed for upgrades and repairs.

Examining the NovaX 350

The NovaX requires little assembly. It’s only a matter of installing parts such as the propellers and landing gear. Don’t get in too much of a hurry to get airborne, because as with any sophisticated multirotor, there is plenty of verification to be done to ensure that all of the systems are shipshape.

An eight-channel, 2.4 GHz radio system is included with the RTF version of the NovaX. It is a standard-size transmitter with four switches and two dials. Only six channels are needed to control the NovaX, so you get two auxiliary channels to operate add-ons, such as a camera gimbal or retractable landing gear.

The included battery is a three-cell LiPo with a 5,200 mAh capacity. It comes with an XT-60 connector. An AC-powered charger is provided as well. Although the charger has a 3-amp charge setting, it is limited to 20 watts overall. The actual charge rate with a three-cell LiPo is less than 2 amps. It typically takes approximately 3.5 hours to charge a fully depleted battery.

Before flying my NovaX, I installed the optional illumination kit. This kit adds a strip of bright, multicolored LEDs to each arm of the frame. Although they are bright enough to see in daylight, they look best when the sun is setting. The lights can be customized during flight to display solid colors or ever-changing patterns. They are controlled by the EYEControl smartphone app, which links to the NovaX via Bluetooth.

The EYEControl app has other functions. It is the primary interface for calibration, configuring the control sensitivity, and enabling the geofence options. The app is easy to use, and the tutorial video for using EYEControl is helpful.

The NovaX 350 requires only rudimentary assembly steps. Everything needed for flight is included.

A programmable illumination kit can be installed on the NovaX 350. The bright lights are best seen at dusk, but they are also visible in daylight.

The EYEControl smartphone app provides a visual interface for configuring numerous parameters of the NovaX 350. Here, the author has configured a custom flight bank.

Flying

One thing I noticed about the NovaX is that it is exceptionally quiet. Many 350-class quadcopters produce a loud, irritating note. That is not the case with this multirotor.

The radio system has integrated telemetry functions. The screen on the transmitter can display parameters such as altitude, distance, and flight-battery voltage. The latter value is useful to avoid running the battery flat. Even if you’re not monitoring the telemetry, the transmitter will beep to warn you when the flight battery is getting low.

Should you choose to ignore the warnings, the NovaX will simply land on its own before the battery dies. Depending on the payload and how aggressively I’m flying, I get 12 to 17 minutes of flying time.

The 3S 5,200 mAh LiPo battery is held in place with a rubber strap. Short wires make the battery connectors somewhat difficult to separate.

Conclusion

The selection of good choices makes it tough to shop for a 350mm multirotor, but the NovaX 350 is different from most of the other aircraft in this class. Although it is an RTF model and flies well, all of the components are easily accessible. This makes the NovaX easier to understand, work on, and upgrade.
—Terry Dunn
terrydunn74@gmail.com

Bonus video

Manufacturer/Distributor

RC Logger
(582) 2559-2662
www.droneart.com/product/novax-350

Sources

Vimeo
www.vimeo.com/rclogger

Written by Paul Kohlmann
Build a retro racer for your recycled gear
Construction article and free plans
As seen in the June 2016 issue of Model Aviation.

Download free plans

Click here for plan #1 at full size (22" x 17")
Click here for plan #2 at full size (22" x 17")
Click here for plan #1 tiled (8.5" x 11")
Click here for plan #2 tiled (8.5" x 11")

Specifications

Wingspan: 20 inches
Length: 17.75 inches
Weight: 3 ounces
Power system: UMX brushed motor or E-flite BL180
Battery: 1S 180 mAh LiPo

Construction article

Some time ago, while looking for a new aircraft to design, I ran across a photo of a little racer with a towering scoop in the nose. Leaning against the wing was a crafty-looking character whom the caption identified as Benny Howard. The airplane was the DGA-3.

Built in 1929, the DGA-3 was nicknamed “Pete” and flew on a 326 cubic-inch Wright Gipsy inline four-cylinder 90 hp engine. This setup allowed Pete to fly at roughly 160 mph, which wasn’t that fast even for its day, particularly when one considers the competition that Benny faced when he raced for the 1930 Thompson Trophy.

Benny found himself up against two Travel Air Mystery Ships, the Laird Super Solution, and Capt. Arthur Page’s ill-fated Page Racer—all of which had top speeds well above 200 mph. But Benny was tenacious and hung in while a number of other entrants dropped out because of mechanical failures and Capt. Page’s fatal crash. When it was over, Benny captured third place and a purse of $2,000.

While the development of the Pete allowed Benny to cut his teeth as a racing airplane builder, this aircraft significantly advanced his career in other ways. The Pete’s winnings funded the development of more powerful racers—namely a pair of DGA-4s nicknamed Mike and Ike. Eventually, the Pete was sold and its proceeds went toward the development of the Mr. Mulligan.

Miraculously, the Ike, the Mike, and the Pete are all still around. The Pete has been flown in recent years and is currently housed at the Crawford Auto Aviation Museum, part of the Western Reserve Historical Society, in Cleveland.

Design

The goal of this design was to repurpose an AR6400 “brick” from a worn-out UMX T-28. The brick is a compact little system that integrates a Spektrum receiver, brushed 1S ESC, and two servos into a tiny, 3.9-gram package.

The result is a 20-inch Free Flight-style (FF) airframe with full-house controls that weighs 70 grams. The tiny Pete flies well on the brushed 1S motor, but today there are more powerful bricks with 2S brushless ESCs in similar-size packages. My Pete will be ready for this upgrade as soon I can distract my son’s attention while he’s flying his UMX Beast.

The plans for the Pete have been cleaned up and are offered through Model Aviation as a free download. It’s a simple little project that can be cut by hand. Alternatively, a nice laser-cut kit is available from Manzano Laser Works.

Building Pete

Begin the project by laminating the outlines for the tail group and the wingtips. This process will sound more difficult than it is. If you try it, you will find that the resulting outlines are stronger and lighter than those built-up from balsa sections.

The first step is to cut 1/32 x 3/32-inch strips from the edges of the kit wood. Soak the strips overnight in water mixed with a splash of ammonia.

While the strips soften, make forms by tracing the inner edges of the outlines from the plans onto sheets of paper. Glue the tracings to foam poster board. Cut along the lines and pop the forms free. Cover the cut edges with clear packing tape so that glue won’t stick to them.

After pinning the forms to the building board, pull one softened balsa strip tightly around each form, pinning it into place as you go. Apply carpenter’s glue to a second strip. Stretch this strip around the first while moving the pins to hold the pair tightly against the form.

After it has completely cured, remove the outlines from their forms and pin them down to the plans. Glue the kit parts that form the inner structure in, followed by the 1/32 x 3/32-inch balsa bracing cut from the kit wood.

Split the control surfaces by cutting through the outlines where shown on the plans. Bevel the leading edges (LEs) of the elevators and the rudder to allow ample deflection. Narrow CA hinges work great on these tiny models.

Laminated outlines, kit parts, and 1/16 x 3/32-inch bracing make up the lightweight tail group.

The Fuselage

The fuselage is constructed in the FF style. Two flat side frames are built from 3/32-inch square longerons that are spaced by partial formers. After the side frames have cured, pin them over the top view and join them with the top formers. Tie the top formers together with the balsa keels K1 and K2 and a long stringer on each side where the scoop/turtledeck meets the fuselage.

The left and right side frames are built from 3/32-inch square balsa longerons and side formers.

Carefully remove the assembly from the board and add bottom formers F2 through F7. Glue the end formers F1 and F8 into place at each end. Tie F3, F4, and F5 together with the wing saddles S.

Glue in five stringers on each side, but leave the belly open for now. This will make it easier to install the insides. These stringers all run from F1 to F8. Now that the assembly is rigid, sheet the scoop with 1/32-inch balsa and the turtledeck with heavy paper.

Glue the cowl parts C1 through C4 together by aligning the octagonal opening in the center. Glue the stack to the front of the fuselage. Make way for the wing by cutting out the lower longerons between F3 and F5.

Side frames are joined with upper formers, keels, and a stringer on each side. The bottom formers go in next.

After finishing the formers and stringers, sheet the scoop with 1/32-inch balsa and the turtledeck with paper.

Wing

The wing is built up from a handful of kit parts, the wingtip outlines, and a few stringers. Begin by pinning the trailing edges (TEs) and main spars to the plans. Glue the laminated outlines to the TEs and main spars.

Use the dihedral gauge from the plans to set the angle of the center ribs while gluing them into place. Now glue in all of the remaining ribs perpendicular to the board. Tie the ribs together with two 1/16-inch square balsa stringers on the upper wing. Now glue in the LE cut from 1/8 x 1/4-inch balsa.

Finish the wingtips by adding the two wingtip formers. Now add the aileron parts in numerical order, but don’t glue A1 and A2 together! These two parts form the parting line between the wing and the aileron. Unpin the wing and add the bottom stringers.

Sand a smooth radius into the LEs and a nice taper into the TEs. Now lightly sand both wings until all of the parts blend seamlessly.

Cut the ailerons free where shown and bevel the LEs of the ailerons to allow plenty of deflection. I used torque rods and CA hinges to control the ailerons on the prototype. After the controls are in place, join the two wings together. A wire wing pin in the LE and rare earth magnets at the TE were used to hold the wing in the pocket.

The wings are nearly ready to shape.

Landing Gear and Guts

The full-scale Pete has a funny triangular landing gear arrangement. This model replicates that with balsa struts that are reinforced with .032 music wire. This assembly plugs into the center ribs in just two points.

The full-scale Pete uses bracing wires from the axles to the mounting blocks in the wings to steady this arrangement. The 20-inch version needs bracing wires, too. Kevlar fishing line works well for this.

For the prototype, I used every bit of the deceased T-28’s control system. The brick was attached to scrap balsa rails between F2 and F3 to keep the weight forward. The pushrods were lengthened because the Pete is slightly larger than the T-28.

The spinner was made from soft balsa turned on a drill. It is small, so only a few minutes with a sanding bar and a file to cut the propeller slots did the trick. The spinner was adhered with silicone to a 160mm x 70mm propeller attached to a UMX P-51 brushed motor and gearbox. After it cured, this assembly was secured with silicone to a scrap balsa plate in the nose by aligning the spinner to the front cowl former.

The center ribs are reinforced with scrap balsa to accept the Pete’s spindly landing gear. Bracing wires running out to the wings provide needed support.

Covering and Paint

The Pete was covered with lightweight Japanese tissue from Easy Built Models. I applied Elmer’s glue stick on the framework and then positioned lightly dampened tissue over each section. A little heat from a trim iron activated the glue while drying and tightening the tissue.

After all of the tissue was on, it was sealed with two coats of diluted water-based polyurethane. This was covered with three coats of thinned, gloss-white latex paint applied with an airbrush.

The prototype’s markings are homemade decals printed from a custom file. My favorite is the illusion of the exposed engine—the cowl on the full-scale Pete was cut away to aid in cooling.

The decal was made from a high-resolution photo provided by Kevin Dahlhausen. Kevin’s walkaround photos of the original Pete and the graphics file can be found in the build thread on RCGroups referenced in the “Sources” list. Vinyl graphics are also available from Callie Graphics.

The Pete is covered in tissue, sealed with water-based polyurethane, and is ready for the paint shop.

The Pete’s internals and unique landing gear arrangement can be seen to good effect.

Flying

Although the Pete weighs nearly twice what the UMX T-28 did, it has no problem getting off the ground and zooming around the field using the 1S brushed setup. At 70 grams ready to fly, takeoffs require a moderate rollout, and landings are a breeze. But there isn’t a tremendous amount of power for the aerobatics.

As previously mentioned, a variety of 2S power options have become available since I built the prototype. One of the more notable is the E-flite 180BL 2,500 Kv motor found in the UMX Beast and other 2S micros. I’ve added the outlines for a simple motor mount to the drawing for builders interested in using this powerplant.
—Paul Kohlmann
ptkohlmann@aol.com

Sources

Manzano Laser Works
(505) 286-2640
www.manzanolaser.com

Horizon Hobby
(800) 338-4639
www.horizonhobby.com

Build thread
www.rcgroups.com/forums/showthread.php?t=1364090

Easy Built Models
(334) 358-5184
www.easybuiltmodels.com

Callie Graphics
info@callie-graphics.com
www.callie-graphics.com

Written by Jay Smith
Bob Underwood: Modeler, educator, administrator, motivator, and lifelong learner
Extended interview from the June 2016 issue of Model Aviation

Jay Smith:How did you get involved with model aviation?
Bob Underwood: The first question and I am stumped! I really haven’t the foggiest idea what prompted my interest. I vaguely remember a white, rubber-powered model that my dad and I took to a contest in Forest Park in St. Louis. It would have been in the 1930s, and possibly it was a Plymouth meet. There was one flight—sort of—that was very short and included a well-defined stall and ended with an outstanding crash!

Although my dad did not build model airplanes, he was very detail oriented, observant, and did create an excellent, scratch-built shelf model of the Mayflower. It had hand-carved divots with small holes that were drilled employing a tiny finger-twisted drill encased in masking tape. The rigging was composed of thread involving many thousands of hand-tied knots.

Whatever aviation-oriented impulse that inhabited my brain was greatly encouraged by my dad and resulted in my continuing to build flying models through the 1930s and ’40s. Kits were intermingled with scratch-built Control Line and Free Flight (FF) projects and ranged from rather normal to really odd.

By far, the most successful fliers were the many Thermic 50 towline models. A scratch-built FF aircraft powered by a tired, really used O&R engine that managed “fantastic” flights of perhaps a minute (maximum) and an altitude of 30 feet! Of course, that was only contingent upon my getting the points, condenser, and coil to all work at the same time! It was a time of learning.

As an introverted kid and a loner, any modeling skills I learned were by trial and error. The scratch-built models all employed the “LAR” (looks-about-right) design technique. I was convinced I wanted to become an aeronautical engineer as I entered high school. Had I continued on that course, it might have resulted in an engineer who did not like math and never really figured out a slide rule!

Strangely, my model airplane activity abruptly stopped in 1946 and was replaced by cross-country, track, and photography, as well as the desire to become an elementary school teacher. The latter happened and model airplanes did not reappear until 1966!

JS:How has model aviation impacted your life and/or career?
BU:“Greatly” would be the simple answer, however, within four years of that 1966 date, the words “model aviation” became “AMA” and “your” became “our” lives and/or careers.

The support of my wife and two daughters for my actual airplane building, as well as competing in and organizing events, included their participation as well. Although they didn’t build or fly models, by 1970 they had become deeply involved in AMA activities.

My participation as a competitor afforded all of us opportunities to travel, both nationally and internationally. Additionally, there were many other local, national, and international events and shows that we worked at in various capacities such as souvenir sales, Delta Dart building programs for kids during the Nats, trade show booths, administration, score tabulation, hosting at international events, etc.

In 1985, the impact on our lives changed more dramatically. In 1982, John Worth [then AMA executive director] asked me to join the AMA staff. In July 1985, after I had completed 30 years of teaching fifth-graders in the St. Louis area, I became the AMA Technical Director and we moved to Virginia.

It was then that my wife and I more clearly understood that AMA wasn’t just about model airplanes; rather it clearly was about two very important things: people and educating!

Model airplanes began to serve as a tool, aiding us in creating meaningful human relationships. For me, the root that could be identified as “model airplane” in my life had grown into a tree with many branches labeled technical, recreational, competition, administrative, promotional, social, and most importantly, educational. I learned as I taught!

The unnumbered hours of scratch-building models for competition, the gazillion hours of committee meetings for the AMA and the FAI, and the hundreds of columns written for various magazines, tended to pale in comparison to the wealth of rich friendships which were generated through our family’s AMA attachment as volunteers, participants, and staff. In truth, I see this page not as “I Am the AMA,” but rather “We Are the AMA.”

JS:What disciplines of modeling do you currently participate in?
BU: I still fly RC, but mostly just with my grandson. At age 15, his reflexes outstrip mine. The best I can do now is to instill some discipline to the mix and end the simple boring of holes in the sky.

I’ve backed away from the competition in which I was so intensely involved for years—especially around 1977 when I formed the AMA Special Interest Group, the National Association of Scale Aeromodelers (NASA).

The awards from contests, AMA, NAA, and FAI grace walls and shelves in our home and evoke rewarding and pleasant memories. Unfortunately, at my age now travel is more difficult, and once I’m at the field and on the ground, repairing something it’s really hard to get back up!

JS:What are your other hobbies?
BU: I have a love of music and singing, although other than our church choir, there is not much demand for 85-year-old tenors, especially those who didn’t have a solo-quality voice to begin with. But my return to my early love of photography has caused my iMac to light up with many beautiful scenes and memories, both for the Underwoods as well as for our church for which I serve as a photographer.

JS:Who (or what) has influenced you most?
BU: My mother and father instilled curiosity and a willingness to never stop learning, to be patient, listen carefully, to be observant, and ask the difficult question. Those have held me in good stead as I came in contact with the thousands of individuals and experiences along my modeling road.

Those individuals have not all been modelers! I have learned many techniques and skills that I applied to my building and association administration that came from next-door neighbors as well. In competition, I discovered I always learned more when I didn’t stand on the winner’s platform than when I did.

JS:When thinking of all your aeromodeling accomplishments, what are you most proud of?
BU: I believe the answer here is having had an opportunity to try to be an educator, facilitator, and motivator for our activity! Just a month ago, I sensed a degree of success in that endeavor. As a District VI associate vice president, I attended a Greater St. Louis Modeling Association meeting to assist with some discussions.

At the conclusion of the meeting, a man came up to me and indicated that I had met him and his father in the 1970s when he was 11 years old. They had become interested in modeling and were looking for help. Although I honestly don’t remember the meeting or the subsequent connection, he emotionally thanked me for having started him on what is now his life career.

Both moved and taken aback by his sincerity and fervor, I extended my hand to shake his. What I received was a big old bear hug instead! That experience was certainly worth a lifetime of waiting for glue to dry, burned-out glow plugs, and vertical landings in the middle of a field!

Written by Chris Savage
Abridged event coverage
Video by Chad Budreau and Nick Murhling
Read the full coverage in the September 2016 issue of Model Aviation.

A sneak peek at Joe Nall 2016

Pilots from around the world lined up last week, hours — and in some cases days — in advance, to secure their favorite spots at one of the most coveted flying sites in the US: the Triple Tree Aerodrome in Woodruff, South Carolina. Joe Nall week took place May 7-14, 2016, and the event’s website boasted more than 1,700 registered pilots from 46 states and 14 countries!

AMA’s Chad Budreau was lucky enough to spend a day at Triple Tree this year and was impressed with what he saw. Although a thunderstorm put an abrupt end to AMA’s membership meeting, flightlines along the sprawling lush runways were filled with aircraft of every kind, and floatplane pilots took full advantage of the flying site’s beautiful lake.

Although the weather was hot, more than 80 vendors were set up at the site’s expanded vendor area. The volunteers’ hospitality and the event’s great pilots and attendees made for a relaxed and light-hearted atmosphere.

Model Aviation will provide coverage of Joe Nall Week in the September 2016 issue. For now, check out the video below and see how much fun you can pack into a single day at Triple Tree!

Sources

Joe Nall Week
http://www.tripletreeaerodrome.com/joe-nall-week.php

Sneek peek video

Written by Barry Vaught
A World-Class RC Jet Competition
Event coverage
Photos by the author
As seen in the July 2016 issue of Model Aviation.

Something magical happened at Paradise Field in Lakeland, Florida, during three days in early March that will be remembered as one of the epic international RC jet events of 2016.

More than a year ago, Frank Tiano thought that jet pilots and builders would enjoy a new aerobatic jet event where they could compete with each other on a higher level. While sitting around with his friend, Peter Goldsmith, the pair decided to name the event Red Flag.

Frank would handle acquiring and preparing the venue and he recruited Ray Labonte to be in charge of everything else. The team concept worked well and the inaugural Red Flag RC Jet Competition was born.

(L-R) Announcer Sam Wright, Frank Tiano, and Ray Labonte all did an outstanding job of coordinating the inaugural Red Flag event.

During the March 7-9 event, two flightlines were in operation. There were several event classes with some pilots flying in more than one class. The competition was fierce and very close in some of the categories.

It was impressive to see the jet pilots performing the flight patterns and freestyle maneuvers so well. The inbound/outbound flight paths were separated for safety and the pilots were asked to perform a photo pass, which would also help alert the next pilot to prepare for flight.

Ray brought a team down from Maine to make sure everything went smoothly, and it did. Thank you to AMA Education Director Bill Pritchett and the AMA for providing real-time scoring. The audience participated in the judging, which was live online at the Pattern Score Board (see “Sources”). There was also a giant-screen monitor where the pilots and fans could view the latest scores.

The morning classes included Scale, Sport, Electric, and Intro Jet. Peter Goldsmith earned the top score in the Aerobatic Scale Jet class. He said that it felt great to fly his Skymaster F-19F Cougar in the Scale Pattern and that this aircraft was the best choice for the Scale class.

The first Red Flag Scale Jet Pattern champion, Peter Goldsmith, with his Skymaster F-9F Cougar.

Scott Geller’s 1:5.5-scale Mibo A-10 Warthog weighs 55 pounds. This stunning aircraft has a 118-inch wingspan.

James Martin’s 1/7-scale Skymaster F-14 with its swing wing is powered by Jet Central Cheetah turbines.

Jack Diaz’s Huff BVM F-86 was one of many impressive military jets in attendance.

Jason Shulman earned the top score in the Aerobatic Sport Jet category. Jason wanted to fly in a jet Pattern contest because he is a diehard Pattern pilot who loves competition. He said he only gets to fly jets once a year and the Red Flag schedule was perfect timing.

Jason feels that the best way to prepare for a jet Pattern event is to participate in regular Pattern events, or at least to go and watch for a day. He suggested asking pilots questions (but not while they’re in the ready-box to fly) and questioning anything that you don’t understand. Check out the National Society of Radio Controlled Aerobatics (NSRCA) website for information that could easily translate into jet Pattern flying.

Archie Stafford’s 35-pound Tomahawk Futura 2.5m jet placed third in the Sport Jet class.

David Malchione Jr.’s BVM Ultra Bandit relied on a JetCat P-200 turbine for power.

Carlos Silva earned the top score in the Electric Jet class and Jose Melendes earned the top score in the Aerobat Intro category.

The afternoon was filled with music, multicolor smoke trails, skywritten hearts, formation flying, and amazing talent. Classes that were flown included Team and Individual Freestyle Jet. Californians Mike Adams and Ken McSpadden (Team Viper) earned the top score in the Aerobatic Team Freestyle and Italian competitor Sebastiano Silvestri earned the top score in the Individual Freestyle. Sebastiano Silvestri is a 15-time Italian champion and two-time World Cup F3A champion. He flew some of the same patterns in Red Flag that he flew in F3A.

Red Flag Team Freestyle champions Kenny McSpadden (L) and Mike Adams display their Skymaster Vipers and well-deserved trophies.

Sebastiano Silvestri flew his Sebart Avanti XL with smoke on during the Individual Freestyle competition. His outstanding performance earned the top score in that class.

The Red Flag Individual Freestyle champion, Sebastiano Silvestri (L), along with Daniela Salinetti.

Azza Stevens’ green Rebel Pro was easy to see in the air. The JetCat P-180-powered model earned third place in the Individual Freestyle class.

Team Horizon’s Marc Petrak and Stefan Wurm flew Precision Team Aerobatics in the Freestyle Team class.

It was great to see possible future pilots involved. Pilot Boli Muentes daughter, Marley, and pilot Jose Melendes daughter, Jayleigh, have influence over their fathers’ respective pilot figures and color schemes. “Major Marley” is the pilot figure in Boli’s Scale F-16, and Jayleigh convinced her dad to use the Disney movie Frozen’s color scheme on his pink Dolphin Sport jet with “Anna” as the pilot.

Congratulations to Frank, Ray, and everyone else who was involved for the entertaining inaugural Red Flag RC Jet Competition 2016. Red Flag 2017 is planned for November 1-4, 2017.

For more information, visit Frank’s website listed in the “Sources” section.
—Barry Vaught
bvaught@cfl.rr.com

Red Flag Final Standings

Sport Jet
1) Jason Shulman
2) Sebastiano Silvestri
3) Archie Stafford

Scale Jet
1) Peter Goldsmith
2) Bernhard Kager
3) Mathias Hocke

Electric
1) Carlos Silva
2) Tyler McCormack
3) Bob Violett

Aerobat Intro Category
1) Jose Melendes
2) David Malchione Sr.
3) Shneider Fajardo

Freestyle
1) Sebastiano Silvestri
2) Quique Somenzini
3) Azza Stevens

Team Freestyle
1) Team Viper: Mike Adams, Ken McSpadden
2) Team Horizon: Marc Petrak, Stefan Wurm
3) The Ultra Bandits: David Malchione Jr., David Malchione Sr.

Sponsors

Primary Sponsors
Zap
Model Airplane News

Associate Sponsors
Horizon Hobby
Spektrum

Supporting Sponsors
Fly RC
RC Sport Flyer
EZ Balancer
Florida Jets Fly Girls

Bonus photos

Sources

Red Flag/Frank Tiano Enterprises
www.franktiano.com

Jet Pilots Organization
www.jetpilots.org

Pattern Score Board
www.patternscoring.com

NSRCA
http://nsrca.us

Written by Don DeLoach
Competition has international appeal
Event coverage
Photos by the author except as noted
As seen in the July 2016 issue of Model Aviation.

Twelve individual World Champions in Free Flight were among the approximately 200 international competitors at Lost Hills, California, February 6-14, 2016.

The potpourri of Free Flight, which has come to be known as Fabulous February, is actually six contests in one. It begins with the Issacson Winter Classic, a multifaceted tapestry of Free Flight including AMA and Nostalgia (1950s) events and entry-level events such as P-30 and E-36.

Concurrent with the Issacson Winter Classic weekend is the Kiwi Cup of New Zealand, the first of three FAI World Cups for F1A, F1B, F1C, F1P, and F1Q. On Tuesday there’s another World Cup for F1A, F1B, F1C, F1P, F1Q, and the Pan American Cup of Canada, followed by two World Cups for F1E (Slope Soaring) gliders. The main event on the final Friday through Sunday is the Bob White Max Men International World Cup.

An intense moment-of-release photo of Peter Brocks (USA) launching an F1E model. Furutani photo.

Fabulous February, sometimes called Fab Feb, has become the lengthiest Free Flight gathering in North America and second in total attendance only to the AMA Outdoor Free Flight Nats in Muncie, Indiana.

Former World Champion Matt Gewain (USA) launches an F1C folder aircraft. Photo by Brian Furutani.

The Elites of International Free Flight

Oleg Kulakovsky and Alex Andriukov were at Lost Hills as usual. During the last three decades, the pair has revolutionized the F1B Wakefield Rubber event. They produce models and parts for the world’s top competitors—models they’ve personally used to win seven of the last 12 F1B World Championships. Both are Ukrainian born, and Alex is now a US citizen and a regular competitor at Lost Hills.

The father of the modern F1C model is Eugene Verbitsky, of Ukraine, who is a winner of three individual World Championships (1987, 1993, and 2011). His countryman, Artem Babenko, is a close second in stature, having won two World Championships. Both are elite designers and builders of F1C aircraft used by the world’s best fliers. Roy Summersby is another F1C luminary, having won the individual world title in 2013.

Per Findahl, an enthusiastic two-time F1A world champion, was in attendance from frigid Sweden. Other former F1A world champions spanning three decades included Mike McKeever (USA), Stepan Stefanchuk (Ukraine), Matt Gewain (USA), Mikhail Kochkarev (Russia), Mike Fantham (Great Britain), and Sergey Makarov (Russia). It might as well be called Famous February.

Mike Roberts (USA) launches in F1C. Furutani photo.

The Throwback Events

Undoubtedly, the best feature of Fab Feb is that it has evolved into a melting pot of Free Flight eras and disciplines. One-hundred-plus high-tech sportsmen from more than 30 nations share the field with some of America’s best traditional modelers, flying classic balsa designs such as Gollywocks and Stardusters. No other Free Flight gathering on the planet mixes the two worlds on such a grand scale.

There’s a full complement of National Free Flight Society (NFFS) Nostalgia events, AMA Gas, Rubber, and Glider, and even Society of Antique Modelers (SAM) Old-Timer events. A glider pen is set up and both AMA and Catapult Glider contests are held each day—one for National Cup points and one for cash prizes (the Human Powered World Championship Awards, sponsored by the family of the late Paul MacCready).

There are mass launches for special events such as E-36, E-20, and Gollywock. Perpetual trophies are awarded for Nostalgia Wakefield, Gollywock, F1A, F1B, and F1C.

The Electric Revolution

The year 2016 marked the beginning of the F1S event, and Fab Feb featured the second and third contests of this highly anticipated gathering. F1S is identical to AMA E-36, except for the five-round format and the standard motor run set at 10 seconds. The afternoon flyoff for F1S at the Kiwi Cup provided some excellent drama in tricky lift conditions. Dick Ivers (USA) took the top spot as the only flier able to max on the 5-second flyoff run.

Three years ago, I created the first E-36 World Open Championship, featuring a unique format of the AMA event, plus a single-flight evening mass launch, totaled into a single, factored score. This year, the World Open was generously sponsored by CB Model Designs and Bill Vanderbeek. The very deserving 2016 World Open Champion is Derek McGuckin from the state of Washington.

Dick Ivers readies his F1Q model for the Kiwi Cup flyoff. Dick won the F1S event the following day.

Special Memories

It was widely agreed that it was the best weather ever for Lost Hills in February. It was simply outstanding-to-perfect the entire eight days. The many international sportsmen were not at any disadvantage having to retrieve on foot, and much test-flying was accomplished during the downtime between contests.

Ronnie Espolt, an RC flier from California, attended his first Fab Feb in 2016. Furutani photo.

California fliers Jim Parker, Roger Morell, and Mike McKeever spearheaded a build-and-fly event for local Lost Hills kids during the Isaacson competition. It was an inspiring sight to watch these elite fliers donate an entire day of personal flying time to help these youngsters, many of whom enjoyed excellent flights with their
catapult gliders.

The worst hard-luck story was Reinhard Truppe, an F1C flier from Austria, who suffered a baggage-handling nightmare. His model box had its end broken off, and clearly some model parts fell out and were sloppily stuffed back in. It must have fallen from a great height or it had been run over.

All of Reinhard’s models were severely damaged. He missed the Kiwi Cup, but with the help of his entourage and Artem Babenko (Ukraine), he was able to fly in the other events, collecting one podium place.

The unofficial Iron Man award went to Christian Andrist, from Switzerland, who towed his F1A up a steep 40-meter hill during the Max Men 6-minute flyoff. This was a high-risk, high-reward activity. He could have easily lost control of the F1A during the tow or become caught in a crosswind, but it paid off. He made the 6 minutes and came out on the podium in the 10-minute morning flyoff, finishing ahead of a number of accomplished sportsmen.

On the last day of the week, Janna Van Nest performed a flightline wedding ceremony for longtime F1B man Dick Meyers, and Betty Davis. Janna is authorized to perform weddings in California.

Janna was the main organizer for the Ladies Tea Party, which was a great success. She also coordinated with Gabby’s Grill & Cafe to make sure the food truck got the best place on the field.

It was good to see that Peter Allnutt (Canada) hasn’t lost his gallantry. He provided Valentine’s Day roses for all of the women!

Finally, there was little question about who the top flier was this Fab Feb. Australian Roy Summersby won the F1C event in all three World Cups—an astounding feat!

This year, Lee Hines finished second to Englishman Phil Ball (R) who had a 76-second final flight.

Larissa Savukhina (Russia) was the sole female entrant in F1C. She was consistently competitive, finishing third in the Kiwi Cup. Photo by Brian Furutani.

Wrapping Up

If you are even a casual fan of Free Flight and/or international air sports competition, you should make plans to attend Fabulous February. The anticipated dates for the 2017 gathering are February 11-19. Nowhere else in the world will you experience so many modeling cultures and differing languages on a common flightline with such outstanding fellowship.

Free Flight forever!

Maxes and Flyoffs

Major FAI Free Flight contests are scored based on the total time accrued throughout seven (sometimes five or three) individual flights. Each flight has a maximum target time, or “max” for short. Excess flight duration beyond the max is not counted.

The events F1A, F1B, F1C, F1E, F1P, and F1Q stipulate the seven individual flights to be flown in one-hour rounds, with a standard max of 3 minutes. In the event of ties at the end of the seven rounds of regulation flying, a sudden-death, head-to-head “flyoff” (think overtime in football) is held. Flyoffs feature extended maxes (5 to 10 minutes) and shortened launch windows of only 10 minutes. This is when the pulse-pounding drama of Free Flight is revealed.

International Free Flight Events

F1A: These are Towline Gliders with a total area of between 32 and 34 square decimeters (496 to 527 square inches), and 410 grams (14.46 ounces) minimum weight. There is a 50-meter maximum towline length. F1A includes a World Championship and World Cup event for Juniors and Seniors.

F1B: This is an event for rubber-powered Wakefield models with a total area of 17 to 19 square decimeters (263.5 to 294.5 square inches), 200 grams (7.07 ounces) minimum empty weight, and 30 grams maximum rubber weight. It includes a World Championship and World Cup competition for Juniors and Seniors.

F1C: These are glow-powered, alcohol-fueled models of approximately 600 square inches, with a maximum power loading of 300 grams per cc (10.58 ounces per cc), powered by up to 2.5cc (.15 cubic inch) engines on a 4-second maximum engine run. It includes a World Championship and World Cup event for Seniors.

F1E: These magnetically steered Slope Soaring gliders have a maximum area of 150 square decimeters (2,325 square inches) and a maximum flying weight of 5 kilograms (176.37 ounces). The event includes a World Championship and World Cup competition for Seniors.

F1Q: This event is for electric-powered models of approximately 400 square inches weighing 15 ounces. Motor-run time is based on a maximum of 5 joules allowed per gram of total weight. It is a World Cup event for Seniors.

F1H: F1H is for small towline gliders with a maximum area of 18 square decimeters (279 square inches) and a minimum model weight of 220 grams. There is a maximum towline length of 50 meters.

F1G: Models in this category are small, rubber-powered Coupe d’Hiver aircraft. The minimum model weight is 70 grams empty. The maximum rubber weight is 10 grams.

F1J: This category is for small, glow-powered models with 1cc (.061 cubic inch) maximum displacement. The minimum weight is 160 grams (5.63 ounces), with a maximum engine run of 5 seconds. There are no fuel restrictions.

F1S: This is the new small-electric class. Models must be powered by two or fewer LiPo battery cells (7.4 volts maximum). The model must weigh a minimum of 120 grams, with a projected wingspan maximum
of 36 inches (92.30 centimeters).

—Don DeLoach
ddeloach@comcast.net

Additional photos

Sources

NFFS
www.freeflight.org

FAI Free Flight events
www.fai.org/ciam-our-sport/f1-free-flight

SAM
www.antiquemodeler.org

AMA Nats
www.modelaircraft.org/events/nats.aspx

CB Model Designs
cbmodeldesigns@yahoo.com
www.cbmodeldesigns.com

Written by Jon Barnes
Take your foam jet experience to the next level
Product review
Photos by the author
Read the full product review in the July 2016 issue of Model Aviation.

Specifications

• Model type: EDF jet
• Skill level: Intermediate to advanced
• Wingspan: 44.8 inches
• Wing area: 512 square inches
• Length: 56 inches
• Weight: 129 ounces
• Power system: 90mm electric ducted fan
• Radio: Minimum seven-channel radio/receiver
• Construction: EPO foam
• Street price: $499

Test-model details

• Motor used: Freewing 3748-1550 Kv brushless outrunner (installed)
• Speed controller: Freewing 130-amp brushless with separate 8-amp BEC (installed)
• Battery: Admiral 6S 22.2-volt 5,000 mAh 50C LiPo with EC5 connector
• EDF: Freewing 90mm with 12-blade impeller (installed)
• Radio system: Spektrum Black Edition DX9 DSMX 2.4 GHz transmitter; Spektrum AR8000 DSMX receiver
• Ready-to-fly weight: 129 ounces
• Flight duration: 3 to 4 minutes

Pluses

• Extremely high level of scale detail.
• High blade count impeller produces excellent thrust, with accompanying realistic-sounding and ear-pleasing acoustics.
• CNC aluminum suspension-equipped struts and sequenced, multipanel gear doors.
• Operational speed brakes and LE slats.
• Multipin wing connectors and wiring interface module help to tame the abundance of wiring.

Minus

• Relatively short flight duration.

Product review

Pilots who love flying foam-composition scale jets have, in the past, been forced to make a few obligatory concessions. Until recently, most mass-produced jet models typically featured a meager level of scale detail. Additionally, the electric ducted-fan (EDF) power systems included with many of the kits of yore were underpowered, out of balance, and obnoxiously noisy.

Pilots who preferred any higher level of scale detail and/or a more powerful, better-sounding EDF power system were forced to spend countless hours engineering and improving their jet models. Although that process might be the best part of the hobby to a select few, most prospective EDF jet fliers probably prefer that a model come out of the box already equipped with an impressive level of scale detail and a smooth, appropriately powerful EDF power system preinstalled. Motion RC recently released a series of Freewing Super Scale 90mm EDF jets that are sure to please EDF-loving pilots interested in a scale jet model.

The first kit to be released in the series was the popular T-45 Goshawk. The McDonnell Douglas T-45 Goshawk made its first flight in 1988. This carrier-capable aircraft has since been used extensively by the U.S. Navy and Marine Corps as a jet flight trainer.

There have been more than a few T-45 kits available to modelers throughout the last few years, most of them done up in the trademark U.S. Navy International orange and white color scheme. Model pilots prone to protest the arrival of “yet another orange and white USN Goshawk” were stopped midsentence by the impressive list of features included with this 90mm EPO foam-composition EDF jet.

Freewing’s 90mm EDF-powered version of the U.S. Navy-themed T-45 Goshawk is stunningly detailed.

The T-45 is available in Plug and Play (PNP) and ARF Plus variants. The former includes all electronic components, while the latter omits the EDF unit and speed controller. The ARF Plus kit is perfect for pilots who prefer to source their own power system. The availability of this option does not infer that the 90mm EDF that Freewing installs in the PNP version is in any way a lackluster performer. To the contrary, this high-performance 90mm EDF uses a 12-blade impeller and endows the T-45 with plenty of thrust!

The long list of scale-enhancing features included with this exquisitely detailed jet is guaranteed to fog the face masks of even the most jaded jet pilots. This model uses worm-gear-driven leading edge (LE) slats. To my knowledge, it is the first time that this unique and fully functional feature has ever been included on a mass-produced model!

Sequenced, multipanel gear doors and trailing link suspension-equipped electric landing gear nicely replicate the geometry and functionality of the full-scale Goshawk’s tricycle landing gear. Rows of plastic vortex generators are positioned slightly aft of the wing’s LEs. Other cool plastic details include a tailhook, functional speed brakes, a pitot tube, and antennae.

A removable cockpit and hatch includes a pair of pilot figures and a nicely detailed cockpit interior. The clear plastic canopy even mimics the explosive cord used to predetonate the full-scale T-45’s canopy milliseconds before the pilots’ ejection seats will fire.

A full array of strobing and fixed navigation lights comes preinstalled, as does a small wiring interface module that helps to manage the abundance of wiring used on this full-featured model.

Finally, Freewing did not simply add a few details to the wings and white stabilizers and call it a U.S. Navy scheme. The impressive number and variety of factory-applied maintenance graphics and U.S. Navy markings adorning every inch of this big Goshawk jet help it live up to its Super Scale moniker!

Assembly

The PNP version of the T-45 comes out of the box in such an advanced state of completion that there is no need to spend hours at one’s workbench assembling and prepping this detailed jet for its first flights. Pilots pulling the parts out of the box for the first time can instead use the time to savor the incredible variety of included scale details!

The only items that pilots will need to source to get this quick-assembling PNP kit in the air are a seven- to nine-channel receiver and a 6S 50C 5,000 mAh LiPo battery.

An abundance of plastic bits are used to enhance the scale outline of the Goshawk. Notable pieces include a striped tailhook and detailed cockpit with twin pilot figures. The cockpit instrumentation even includes a simulated lighted heads-up display!

Freewing supplements the air supplied to the preinstalled 90mm EDF power system through the scale twin inlet ducts with a large auxiliary air inlet opening, located on the bottom of the fuselage just forward of the fan assembly. A large, rectangular, plastic, louvered inlet panel helps to prohibit the entry of potentially damaging foreign objects and debris.

Best practices when assembling a PNP configuration kit include taking a little time to inspect the integrity of all of the control surface hinges and pushrod connections. Freewing’s use of ball-link-style connectors on the control surface side of the pushrods comes with the advantage of minimal backlash. This can help a model respond more crisply to control inputs and track more precisely in the air and on the ground.

Actual assembly of the airframe involves mounting the horizontal and vertical stabilizer assemblies and two-piece wing. Removable fasteners allow pilots to easily break the model down for transport or replace damaged components when necessary. A little adhesive is required to mount the two different tail cone pieces and to attach the nose cone-mounted pitot tube.

The entire nose cone assembly itself is conveniently engineered to be easily removable and is held in place using magnets. This helps prevent damage to the somewhat delicate component by popping it off for transport and storage. The two wing halves utilize multipin connectors. These conveniently aggregate all of the electronics used in each wing half onto one larger connector. This simplifies wing attachment and removal, and reduces the chances of making wrong connections when assembling the model at the field.

Pilots who want to have independent control of all of the T-45’s features will need to source a minimum eight-channel receiver. A seven-channel receiver can alternately be pressed into service, although this option will require that the slats and flaps are connected to, and driven by, the same channel.

As a longtime Spektrum radio system user, the form factor and number of channels offered by the Spektrum AR8000 DSMX eight-channel receiver made it the obvious choice for this high-performance jet. This full-range receiver’s use of a satellite receiver, which brings the added benefit of multipath redundancy, gives pilots an extra level of confidence. The length of the satellite receiver’s pigtail allowed it to be located forward of the main receiver, near the nose gear retract mechanism.

The black and white assembly manual offers in-depth assembly and component replacement instructions. It includes a complete listing of the 14 servos preinstalled in the airframe, as well as their rotation and the lengths of their leads.

A detailed printout and mapping of the included E04 wiring module assists pilots with the connection of all of the various lights and servo leads. The manual also recommends high- and low-rate throws, the proper center of gravity (CG) location, and that pilots configure the elevator’s neutral position to be slightly biased toward the down position.

This full-featured T-45 includes an abundance of radio connections and wiring; Freewing’s use of the E04 Integrated Circuit Module helps keep it all as neat as possible.

Although the recommended six-cell 22.2-volt 5,000 mAh LiPo battery fits snugly into the battery bay, enough room exists to move it forward and aft for the optimum CG. Those who prefer to source their own high-performance 8S or even 10S EDF power system will want to opt for the ARF Plus version of this kit. The sole difference is that this kit omits the stock Freewing 90mm power system. All other electronics come included and preinstalled exactly as they do in the PNP version.

Flying

The importance of performing a thorough preflight routine is imperative. This helps to minimize any in-flight surprises—something most pilots prefer to avoid when flying a larger, high-performance EDF jet model such as the T-45.
Positioning the big Admiral six-cell 5,000 mAh LiPo battery so that its forward edge is even with the Goshawk’s twin intakes balances the airframe within a few millimeters of the recommended CG. The assembly manual recommended a takeoff configuration of half flaps to allow the T-45 to rotate sooner than when takeoffs are performed without the flaps deployed. Whatever takeoff flap configuration a pilot elects to use, the airframe needs time to accelerate to a proper rotation speed.

Although the thrust produced by the Freewing 90mm EDF motivates this 8-pound jet hastily forward, the sound produced by the 12-blade impeller at full throttle is a guaranteed grin generator!

The aluminum trailing link tricycle landing gear nicely absorbs aberrations in the runway surface and helps to keep this jet tracking nicely in the takeoff roll. Only minimal rudder corrections are typically required.

Scale EDF jets fly best when operated in a scalelike manner. The higher wing loading of this airframe precludes pilots yanking and banking it around in the same manner that they would a lightly loaded sport jet. The throttle should generally be kept above 50% at all times and turns should be kept on the gradual side; however, these statements are not intended to infer that this model is difficult to fly.

Keep the speed up and the transmitter inputs controlled and deliberate and the Freewing T-45 will happily cruise around the sky without any bad behavior. High-rate control authority gives a pilot the ability to loop and roll this T-45 with only modest amounts of stick movement required.

The extreme level of out-of-the-box scale detailing, combined with the incredibly smooth, turbine-like sound of the Freewing 90mm EDF power system, give this jet an in-flight appearance and presence that surpasses any EDF model I have experienced!

Freewing’s 12-blade 90mm EDF power system make this jet sound as good as it looks.

The impressive performance offered by this 90mm EDF jet comes with one caveat: typical flight durations using the stock Freewing six-cell 90mm EDF power system will be in the range of three to four minutes.

Although many pilots use a countdown timer to alert them to the need to land, this model is the perfect candidate for the use of a radio telemetry system. Receiving real-time feedback about the voltage of the flight battery enables a pilot to maximize the flight durations of this high-performance model and minimize any chance of accidentally flying this jet into a low-voltage cutoff condition.

Most pilots will agree that the landing is what separates the men from the boys. Freewing’s use of LE and speed brakes on the Goshawk give pilots additional resources that can help bring this big jet safely home every time.

The best landing approaches will occur if pilots give this model a little time to adjust to each applied change in configuration. Quickly and simultaneously dumping flaps, gear, slats and speed brakes can potentially upset the airframe and get a pilot into trouble.

Performing a controlled and traditional rectangular landing approach, with nice extended legs and gradual, arcing transitions through the corners, is a recipe for the perfect, scalelike landing. Well-planned deployment of each individual piece of the airframe should be a pilot’s goal when shooting an approach.

An upwind pass directly over the runway centerline is a great way to visually verify that a pilot has all three landing gear down. The first notch of flaps can be deployed with the jet turning crosswind to downwind. Using a transmitter’s flap speed setting to substantially slow the movement of the flaps allows the jet to settle into the new configuration with minimal pitch changes. Full flaps and slats can be deployed on either the crosswind leg or the base leg.

As the airframe gets “dirty,” pilots will need to actively modulate the throttle to maintain airspeed. Fly the T-45 all the way into the numbers and it can execute the prettiest, nose-high landing approach imaginable!

The suspension-equipped aluminum trailing link landing gear helps the Goshawk “stick” to the runway when landing.

Pilot preference will dictate whether the speed brakes are deployed on final approach or during the landing rollout. The sight of this superbly scalelike model on final, with its nose gear mounted and super bright landing light ablaze, will send a shiver of excitement down the spine of pilots and onlookers alike.

Conclusion

With the availability of this amazingly detailed EPO foam-composition jet, pilots can now buy a turnkey, scale, high-performance military jet at a price point that most hardcore EDF enthusiasts will find perfectly palatable. The included six-cell Freewing 90mm EDF power system amply powers the T-45 to roughly 80 to 85 mph and produces smooth, somewhat turbinelike acoustics that are sure to be a sweet-sounding symphony to the ears of EDF enthusiasts.

Pilots who like to go fast know that speed costs money. Or, in the case of this model, speed comes at the expense of amp draw.

With shorter-than-normal flight durations, which is the sole caveat of this exquisitely detailed PNP kit, pilots who crave a large, highly detailed, and superbly performing scale military jet will assuredly love the way this model looks, sounds, and performs in the air!

—Jon Barnes
barnesjonr@yahoo.com

Bonus video

Manufacturer/Distributor

Freewing/Motion RC
(224) 633-9090
www.motionrc.com

Sources

Spektrum
(800) 338-4639
www.spektrumrc.com

Written by Jay Smith
As seen in the July 2016 issue of Model Aviation.

If you have an appreciation for foam-constructed, electric-powered models, then you have likely heard of Motion RC. The company, started in 2012, has kept its focus on providing a high level of customer service, as well as a full complement of parts, for all of the electric-powered aircraft it sells.

Motion RC began as an idea in a garage between two friends, neighbors— and, of course, flying buddies—Mark Goetze and Tom Ellison. The lifetime hobbyists and electric-powered aircraft enthusiasts drew from their experiences in big and small businesses respectively, to put together a business plan, which also required a lot of research.

Tom shared that their goals starting out seemed simple, yet important: Keep the products in stock and treat the customer well. That continues to be the goal that drives the company, which is evident in its tagline, “Where customers matter.”

As Mark eloquently put it, “Two guys with a vision was a good start, but then you need product.” The business started in a small warehouse, and the products for sale came from Hobbico and its line of electric model aircraft products. Mark and Tom processed orders daily, in the evenings after their day jobs. Mark told me that what started out as an hour or two in the warehouse soon developed into spending the entire evening there to ensure that all of the day’s orders were processed.

In only a few short months, it became clear that help was required and the staff of Motion RC began to grow. This also allowed Mark and Tom more time to look into working with other aircraft manufacturers, including FMS and Freewing. Within a year of starting Motion RC, both Mark and Tom left their jobs to focus full time on the business.

Although companies such as Freewing were happy to have Motion RC sell their products, the businesses also got an unexpected bonus by receiving feedback and suggestions on how to further improve their aircraft. They were also asked to provide a complete inventory of parts for any aircraft carried by Motion RC—something that wasn’t previously the norm.

Motion RC’s involvement in working with airplane designers and manufacturers has continued to expand, and has allowed the company to have exclusives on certain aircraft.

RocHobby, by FMS, was the company’s first exclusive brand, and new ones such as FlightLineRC have been added. Motion RC is also the exclusive distributor for Freewing products in the US, as well as the lead design team for Freewing products.

One example of this collaboration can be found when examining the Freewing F-14 Tomcat, with its swept-wing functionality. Before its release, Motion RC wasn’t satisfied with a foam model aircraft that could only deploy its swept wings on the ground. The company wanted a model that could transition in flight like its full-scale counterpart.

To make an electric-powered foam jet capable of this feat required a lot of design and testing, as well as implementing an onboard computer that adapts the flight characteristics to the wing configuration.

A wing box was used to distribute the loads across the fuselage and ensure that the model could consistently withstand high-speed maneuvers without needing maintenance and adjustment to the wing-sweeping mechanisms. The F-14 proved to be an immediate success with jet pilots who had long dreamed of having the famed jet.

A future pilot checks out the Freewing 90mm F-15.

It’s clear that the company understands the importance of finding a balance between quality, performance, and price point. To remain in step with what customers want, Motion RC sponsors the Hobby Squawk forum, allowing patrons to discuss anything RC aircraft related.

“We want to make things that don’t currently exist,” Tom said. He shared with me, and with everyone at the company, that there is a long list of airplanes he and Mark want to design. Some will be instantly recognizable models, such as the recent FlightLineRC P-38, but others are less common. On that front, I made sure to mention the Curtiss Helldiver a couple of times. We will see if it makes it onto the list!

To ensure the quality of the products carried by Motion RC, every item has been thoroughly tested and more are turned away than are accepted. “We only sell what we fly,” Alpha Enos added. Alpha oversees customer service and works closely with aircraft design and development.

Mark added, “It takes quality products to satisfy customers. The team looks for the best products based on product quality and company reputation. Entry-level products through to the more advanced offerings have a high level of quality.”

In a little more than three years, that company has seen incredible growth, completing four warehouse expansions, as well as employing 20 RC professionals. Motion RC has also brought other brands into the fold, including Horizon Hobby’s electric aircraft lineup, Dynam RC, which provides budget-friendly options, and TechOne’s line of ARF aircraft.

Since Motion RC began, the foam RC aircraft market has seen a lot of innovation and advancements in foam molding that provide many more scale details. The company is doing its part to advance that technology. Mark shared that the business has brought them closer to the hobby, and being able to help develop the future is exciting.

Today, Motion RC has become one of the largest resellers of foam electric aircraft and much of that comes from word of mouth and positive feedback. Given an excellent track record, I had to ask: What are you most proud of?

“Our commitment to our customer family underscores everything we do. So much of our customer family has been built over the years and they are our friends and I am proud of that,” Alpha said.

Tom responded with, “We are really proud of the fact that we have done business in an honest and ethical way and have had such growth and positive feedback.”

Mark had this to say: “I am most proud of the fact that I have had the opportunity to touch the lives of so many people, including those who find flying RC airplanes to be theraputic. I am proud knowing that we are providing people with good products so that they can just have fun flying.

“As co-owner, I am amazed by the letters that we get. One that sticks in my mind was basically that the person stated that they were ex-military and had come back from the Middle East and was suffering from severe depression. He basically said he found our company and talked to some of our people and was introduced to the hobby and it took his mind off the negative stuff in his life.

“I have a feeling we touch a lot of people in a positive way. Trying to go above and beyond is not only good for business, it is good for society. We are big on the people component. What gets me up every morning is knowing that there are people relying on us to be successful,” Mark stated.

I ended our conversations with one final question: What are your goals going forward?

“As we grow, we want to maintain everything that got us where we are, the high level of service, logistics, and a veteran RC staff. The goal would be if you are an RC aircraft enthusiast, that one day you will be able to get everything you need from Motion RC,” Mark remarked on behalf of
the company.

Having worked with Motion RC, as well as owning a few of the company’s aircraft since 2013, it’s clear they all have a passion for what they do. I am excited to see what they bring to the hobby moving forward.

—Jay Smith
jays@modelaircraft.org

Win merchandise from MA and Motion RC!

For an opportunity to win a Freewing T-45 Goshawk, submit your answer to the following question: How many different aircraft are available under the company’s newest brand, FlightLineRC? You can find the answer on the company’s website.

To submit your entry via email, send your answer, full name, postal address, and telephone number to Model Aviation Editor-in-Chief Jay Smith. Please include “About Us” in the subject line. To enter via postal mail, send the preceding information to MA at AMA, to Jay Smith’s attention. Readers can also enter to win at www.ModelAviation.com/aboutusmotionrc.

Entries will be accepted through July 31, 2016. One winner will be selected on or before August 5, 2016. One entry per person is allowed. Those that are lost, late, misdirected, garbled, or incomplete for any reason will be ineligible.

This contest is open to legal residents of the 50 states, Puerto Rico, Guam, the District of Columbia, and US military members with APO/FPO addresses. AMA employees are ineligible.

The winner will be selected by an AMA employee in a random drawing from among all eligible entries with the correct answer. The winner will be notified by telephone or email and his or her name and state of residence will be published in a future issue of MA and posted on the magazine’s website.

Sources

Motion RC
(224) 633-9090
www.motionrc.com

Jay Smith
jays@modelaircraft.org

AMA
5161 E. Memorial Dr.
Muncie IN 47302
(765) 287-1256
www.modelaircraft.org

Immerse yourself in the action and earn extra money while you're here!

Are you attending the 2016 Outdoor Nats? Do you want to immerse yourself in the action while having the opportunity to make between $50 and $100 per day?

Consider joining the NatsNews staff as an event reporter!

Open positions available include:
• RC Scale Aerobatics (July 5- 8) (This position has been filled.)
• Control Line Navy Carrier (July 19-21)
• Several events in RC Soaring (July 23-July 30)
• Outdoor Free Flight (July 25-29).

Interested? Email us!

If you are interested or would like more information, please email natsnews@modelaircraft.org.

Written by Terry Dunn
A low-cost, multipurpose quadcopter
Product review
Photos by the author
As seen in the July 2016 issue of Model Aviation.

Specifications

• Model type: RTF utility quadcopter
• Size: 19.7 inches (500mm)
• Weight: 42.3 ounces (2.64 pounds) without payload
• Radio system: Tactic TTX810 eight-channel 2.4 GHz transmitter; TR825 receiver (included)
• Power system: Four outrunner brushless motors; 12 x 4.5 propellers; 10-amp ESCs; FlightPower 3S 5,000 mAh 25C LiPo battery; Duratrax Li-24 charger (all included)
• Needed to complete: Four AA batteries for the transmitter
• Minimum flying area: Club field
• Duration: 11 minutes without payload
• Price: $299.99

Pluses

• Adjustable flight performance.
• Mounting rails accommodate various payloads.
• Small footprint with folding arms.

Minuses

• Engages automatic RTH before there is a low-battery warning.
• Loose battery-mounting system.

Abridged Product review

Helimax calls the FORM500 a utility drone. Instead of being designed with a specific purpose, this quadcopter can adapt to accomplish all sorts of functions. Its powerful rotor system can haul up to 2 pounds of payload, and its rigid rail system provides easy mounting options for different accessories.

In the Box

The FORM500 is sold as an RTF package. It includes a fully assembled airframe, an eight-channel Tactic radio system, and a 5,000 mAh LiPo battery with a charger. You only need to add four AA-size batteries for the transmitter.

The Helimax FORM500 RTF package includes a fully built quadcopter, a radio, a battery, and a charger.

Flight Preparation

The flight controller has two flight modes: Stabilize and Position Hold. In Stabilize, the quadcopter will self-level when you release the control sticks. Position Hold also has self-leveling capabilities, but it uses GPS to keep the FORM500 in place when you are not providing control inputs. It will hover in one spot despite any wind that tries to take it away.

The flight mode is selected via a three-position switch on the transmitter. The third position on the switch is for Return-to-Home (RTH). Activating this feature autonomously brings the FORM500 back to land at its original takeoff location.

Headless Mode is a feature that makes all of the control inputs relative to your location, instead of the orientation of the FORM500. Pushing forward on the right control stick in normal control mode (Altitude Hold), for instance, will make the quadcopter translate in whatever direction its nose is pointing.

In Headless Mode, pushing the right stick forward will cause the FORM500 to translate away from you, regardless of which way the quadcopter’s nose is pointing. Headless Mode can be a useful safety net if you lose in-flight visual orientation of the aircraft.

It is important to calibrate the sensor and compass before your first flight. I made sure to complete these steps as outlined in the manual, and I balanced the self-tightening propellers before installing them on the motors.

The onboard electronics are arranged in an uncluttered layout and all of the components are easily accessible.

The frame arms can be folded for easier storage and transport.

Flying the FORM500

I didn’t have any trouble flying the FORM500. It responded well to control inputs and was stable in a hands-off hover. The Tactic TTX810 transmitter has one dual-rate switch that affects pitch, roll, and yaw authority. The high and low rates are preset to 100% and 60%, respectively, and cannot be adjusted, but I think these values work well for the FORM500.

The quadcopter is docile on low rates. High rates provide a hint of speed and aggressive maneuverability. It might not have enough agility to satisfy sport fliers looking for a thrill, but remember that the FORM500 is a “utility drone,” not a “sport drone.”

The quadcopter includes a USB interface cable that allows you to configure the flight controller via a downloadable PC program. The manual does a good job of explaining the effect of changing each of the parameters. I’m still experimenting to get the controller tuned the way that I like it, but I’m enjoying the process.

Without any payload attached, I have achieved flight times of approximately 11 minutes. That duration decreases as you add weight to the FORM500 with attachments.

The quadcopter automatically goes into RTH mode when the battery reaches its low-voltage threshold (as defined in the PC program). This happens without warning, and there is no way to disengage after the automatic RTH begins.

To help prevent this situation, I attached a small, independent battery alarm that connects to the battery’s balance plug. It is set to sound at a higher voltage than the RTH trigger, giving me plenty of warning so I can end the flight normally.

Helimax provides a USB cable and a PC program to adjust the FORM500’s flight controller to a pilot’s preferences.

A removable tray makes battery swaps easy, but there is some play in the latch mechanism.

Conclusion

Similar to many jacks-of-all-trade aircraft, the Helimax FORM500 doesn’t excel at any particular task, yet it does many things well. If you’ve considered getting onboard the multirotor craze, but aren’t sure how you would want to use the aircraft, this quadcopter gives you options. Not only is it available at a low price for an RTF system, but it provides a variety of ways to configure its capabilities and flight performance to your needs.

—Terry Dunn
terrydunn74@gmail.com

Bonus video

Manufacturer/Distributor

Helimax
(217) 398-8970, option 6
www.helimaxrc.com

Hobbico
(800) 637-7660
www.hobbico.com

Sources

FlightPower
(888) 598-8037
www.flightpowerbatteries.com

GoPro
(888) 600-4659
www.gopro.com

RC Logger
support@rclogger.com
www.rclogger.com

RunCam
run@runcam.com
www.runcam.com

Written by Ryan Ramsey
Fly this aviation icon with AS3X as your copilot
Product review
Photos by the author
As seen in the July 2016 issue of Model Aviation.

Specifications

• Model type: BNF
• Skill level: Intermediate
• Wingspan: 48 inches
• Flying weight: 53.9 ounces
• Length: 42 inches
• Radio: Minimum six-channel 2.4 GHz with Spektrum DSM2/DSMX technology and adjustable dual rates
• Flight battery: 3S 2,200 mAh 30C LiPo
• Power system: BL15 850 Kv brushless outrunner motor with 40-amp ESC
• Receiver: Spektrum AR636A six-channel sport receiver
• Price: $269.99

Pluses

• Constructed from durable Z-Foam.
• Removable battery tray and drop tanks.
• Highly visible invasion stripes and paint scheme.
• 15-size BL motor with 40-amp ESC installed.
• Scale four-blade propeller.
• Quick assembly.
• Uses common 3S 2,200 30C LiPo battery.
• Steerable tail wheel.
• Preinstalled flaps and retracts.

Minuses

• Battery tray placement makes it hard to move the CG without adding ballast.
• Airplane feels nose-heavy with the battery all the way aft on the tray. It makes high-rate elevator a better choice while on the ground.

Product review

The Horizon Hobby E-flite P-51D is not just another Mustang. Modeled after the U.S. Army Air Corps 334th Fighter Squadron, this Mustang is determined to please. Intermediate pilots will have no trouble flying this Mustang.

The 48-inch aircraft has a potent 15-size 850 Kv brushless outrunner motor with 40-amp ESC that runs on a 2,200 mAh three-cell LiPo battery. Easily removed external drop tanks, factory installed flaps and retracts, and an AR636A Spektrum receiver with AS3X stabilization are a few of the features that adorn this superb flying model.

The four-blade propeller, painted pilot figure, invasion stripes, and well-dressed landing gear legs and strut covers help set it apart.

The low parts count and well-fitting parts make assembly a breeze.

Assembly

The low parts count and highly detailed, “to-the-point” manual make assembly and setup an easy task. Transmitter setup is the first action laid out in the manual. The P-51D BNF Basic is designed with Spektrum technology. A table in the manual guides you through setups for Spektrum transmitters ranging from the DX6i to DX18.

I like how the table is split. Many of the radios share the same setup, so newer transmitters are grouped together. The DX6, DX7, DX9, DX10t, and the DX18 all share the same setup. DX7s and DX8 also share a setup. Last, but not least, is the DX6i, which stands alone.

This takes the guesswork out of the transmitter setup. Not only does it solve the mystery, it ensures that a pilot—no matter which Spektrum transmitter he or she uses—reaps the benefit of the AS3X system.

AS3X stands for Artificial Stabilization—3 aXis. This allows airplanes to fly similar to a larger, professionally set-up model. The effects of wind and buffeting are dampened and you’ll find that flying on a windy day is easier than it used to be.

The horizontal stabilizer installation is the next step in the manual. The spar goes in first, and the two stabilizer halves simply slide in over it. The root of each stabilizer half fits snugly in a hard, plastic fillet and they key into each other for the moving elevator surface. Two short screws—one on each half—anchor the horizontal stabilizer into the fillet. Attaching the clevis to the recommended outer hole of the elevator control horn finishes the tail section. All other clevises are factory installed and attached.

Moving on to the wing, the Y connectors needed for the aileron, flaps, and landing gear are included in a parts bag. Plugging in the Y connectors to their prelabeled servo leads while noting correct polarity is easier with the wing apart from the fuselage.

Feeding the wires up through the fuselage and toward the receiver is next. Gently pull the wires through while installing the wing. Make sure the wing fits in such a way that the fuselage saddle is unobstructed. When the wing is down and fitting snugly with no servo leads pinched, it is time to secure the wing with the four long machine screws.

After the wing is attached, plug the servo leads into their prospective channels on the AR636A Spektrum receiver. The ailerons must be plugged into the Aileron #2 channel for the AS3X to properly work. Now you can check the control surface directions.

With the propeller still off of the airplane, throttle up to 25% and then lower the throttle to engage the AS3X stabilization system to test it. You can reference the table in the manual to ensure everything is correct. I have flown many AS3X-equipped aircraft and they were always spot on out of the box, but it is important to check.

The propeller installation is the next step illustrated in the manual, but I think that binding the airplane with the propeller off of the model is best to do next. Plus, you can extend the scalelike landing gear and get the aircraft sitting on its gear to finish the assembly.

As I mentioned earlier, setting up the transmitter is one of the first steps. Setting failsafe by rebinding the aircraft after the initial setup is always a good idea. You might find that after binding the receiver with the manual settings, your flaps are not at a perfect neutral position.

Simply return to the Flap System screen on your transmitter and adjust the numerical values to give you the desired flap position. The values might differ slightly from the manual callouts. At this point, rebinding to set the failsafe is a good idea. It ensures that the receiver remembers the proper neutral settings in case of a signal loss.

I’m using a DX6, which allows me to set the flap deployment as a two-second operation. Voice alerts add a cool factor as well. It’s pretty neat to have the radio tell me things such as gear down, flaps up, and time expired.

Now that the system setup is complete, installing the propeller assembly is the next order of business. The spinner backplate goes on first. It fits nicely on the base of the preinstalled propeller shaft, followed by the one-piece four-blade propeller, then the barrel nut. The round barrel nut can be tightened with a small screwdriver. The spinner is screwed in with one screw.

The included external drop tanks simply slide onto rails molded into the wing. The antenna mast is installed aft of the cockpit simply by inserting it in the slot made for it. Now step back and take a look at an excellent flying replica of the iconic P-51D Mustang.

The drop tanks easily slide on and off with rails. The wing-mounted .50-caliber machine guns are molded in plastic.

Preflight

At this point, the model is ready to fly for the first time. When inserting the flight battery on the removable sliding tray, make sure that you hear and feel a click indicating that the tray is all of the way in and secure. Set the airplane on something stationary and plug in the flight battery, while being mindful not to move the aircraft for at least five seconds while the AS3X system gets its bearings.

Flying the E-flite P-51D is awesome. After setting my timer to five minutes for the first flights, per the manual, I’m ready to take to the skies. My center of gravity (CG) is slightly nose-heavy with my battery all the way back on the tray, but it is still in an acceptable range.

A removable battery tray allows for spot-on placement every time.

The battery and its tray slide into the nose where hands can’t reach. Super cool!

The manual suggests taking off in low rate and landing in high. I decided to take off in high rate as well, to help keep the tail planted. For pilots with less stick time, taking off in low rate is a good idea. This helps ensure that sufficient speed is present before takeoff.

Facing into the wind, I hold elevator back pressure and slowly increase throttle. When I have established forward momentum, I gently release my elevator back pressure and let the tail rise. After building up speed, I add in more back pressure and the P-51D is off of the ground.

When I clear the runway, I flip the gear switch and the landing gear tucks away. The next order of business is to climb to a safe height and do any necessary trimming.

Trim the airplane for cruise speed at 3/4 throttle while at a good height, and give no inputs for three seconds. This allows the AS3X system to properly work. Now that that’s done, it is time to explore the flight envelope of this fantastic-looking model.

After extending the flaps and making a nice, slow pass, it was time to wring it out. I like how the AS3X stabilization system helps the airplane feel larger and expertly tuned.

After extending and raising the flaps, I noticed no pitch change. Often, a pilot must play with mixes to negate the pitch effect when deploying flaps, but not with this aircraft!

A full range of warbird aerobatics is the next order of business. Slow rolls, Cuban 8s, wingovers, and inverted flight are all easily achieved with this P-51. Not only can it perform—it looks good while doing it. The easily removed external tanks, along with the antenna mast, add to the scale realism when the airplane is flying by.

The P-51D handles well in its landing configuration. With the landing gear down and flaps deployed, the Mustang really slows down.

It’s a good idea to make a nice, slow pass to get a feel for the airplane’s slow flight characteristics. In my experience, Mustangs like a good two-wheel landing. This ensures that sufficient speed is present—allowing the control surfaces to be effective.

If the model gets too slow upon landing, you might see an ugly bounce. I treat my landings similar to a touch-and-go, which serves me well. With my first approach, I planned to shoot a touch-and-go. I noticed that the airplane settled in nicely. I kept idle at 1/4 throttle to prevent my descent angle from becoming too steep.

After achieving a nice descent angle, I gently flared the airplane and watched it touch down on the main landing gear. I slowly fed the throttle back in and watched the Mustang drive down the runway on two wheels with its tail up. I added a little back pressure and it was off again.

The next approach was the final one. I touched down on the mains, backed off of the throttle, and when the tail started to lower, I planted it to give my rudder steering some authority. Wait to pin the tail until you know the aircraft has bled off enough speed that it won’t take to the air again.

Conclusion

The E-flite P-51D Mustang is a great addition to Horizon Hobby’s 1,200mm-size warbird line. The company provides a nice-size aircraft that runs on a common 2,200 3S LiPo battery power system—making it widely accessible.

The AS3X system makes it a good choice to take to the field when other airplanes might be grounded. The E-flite P-51D has a stable and wide flight envelope that make it predictable in a mellow cruise, as well as being rock solid while being wrung out.

Its highly visible invasion stripes and red nose and tail make orientation easy. The E-flite P-51D is an all-around fantastic airplane that looks as good in the air as it does on the ground.
—Ryan Ramsey
rcairtrainingcommand1@gmail.com

Manufacturer/Distributor

Horizon Hobby
(800) 338-4639
www.e-fliterc.com

Sources

Spektrum
(800) 338-4639
www.spektrumrc.com

Written by Chris Mulcahy
A fully capable sport scale fun flier
Abridged product review
Photos by the author
Read the full product review in the July 2016 issue of Model Aviation.

Specifications

Model type: Sport scale ARF
Skill level: Intermediate
Wingspan: 65 inches
Wing area: 747 square inches
Length: 55 inches
Weight: 5 pounds without battery
Power system: Torque 4016T/500 MKII brushless motor; Airboss 80-amp ESC; 6S 3,000 to 4,000 mAh LiPo battery
Radio: Minimum five-channel transmitter and receiver; six servos
Street price: $349.95

Test-model details

• Radio system: Futaba 14SG transmitter; Futaba R617FS receiver; six Hitec HS-7245MH servos; 6-, 12-, and 24-inch servo extensions; Extreme Flight aluminum 1.25-inch servo horns
• Power system used: Torque 4016T/500 MKII brushless motor; Airboss 80-amp ESC; 6S 3,000, 3,300, and 5,000 mAh LiPo battery packs
• Flying weight: 5.5 pounds without battery
• Flight duration: 5 to 10 minutes, depending on battery size

Pluses

• Stable, easy-to-fly aircraft.
• High-quality build and hardware.
• Lightweight.
• Wide range of power options.
• Floats available.
• Hard points for floats already installed.

MINUS
• Wheels were extremely noisy; needed grease.

Abridged product review

The Legacy Aviation side of Extreme Flight is the home of its general aviation sport airplanes. One of the company’s latest offerings is a 65-inch Turbo Duster, based on the real-life workhorse, the Air Tractor. The full-scale Air Tractor is used for a variety of crop-dusting and firefighting duties, and is built in Texas.

The Turbo Duster that I am reviewing is a generic version of the Air Tractor that can be easily tailored to be a nice-looking scale model of any of the variants. As of this writing, a float set is in the process of being released. It will open a new aspect of flying the Turbo Duster, and will be perfect for modeling any of the firefighting versions out there.

The power for the Turbo Duster comes from Extreme Flight’s recommended power system—in this case, a Torque 4016-500 motor coupled with an Airboss 80-amp ESC. The recommended propeller is a 16 x 7, and a Xoar 16 x 7 electric propeller was provided. I used the suggested Hitec HS-7245MH servos (six are required) with Extreme Flight 1.25-inch aluminum servo arms. Extreme Flight also carries spinners and servo extensions.

All of the accessories used in the review are available from Extreme Flight.

The recommended Torque motor and Airboss ESC are installed.

I used my Futaba 14SG transmitter with a Futaba R617FS receiver. The Turbo Duster features full-range flaps, which means that the flaps can travel all the way up, as well as down. This opens up a wide range of mixing possibilities. (You will need at least a seven-channel radio and receiver to have all of the control surfaces on their own channels.)

I chose to set up three modes for my aircraft. The first was a conventional flap setting with the flaps assigned to a slider switch on my 14SG so that I could position the flaps in any lower position.

The second setup was a mix that combined the flaps with the ailerons, essentially creating a full-span aileron on the wing. The third mix can be called crow, butterfly, and/or air brake. This mode deflects the flaps and ailerons opposite of each other to slow the airplane.

Flying

The flaps are fun to play with! With full flaps, the airplane will float along at a walking pace, and short field landings are a piece of cake. With a good headwind, I was able to land with what seemed to be roughly a 1-foot rollout. The ailerons have good authority by themselves, but when combined with the flaps, they give a stronger effect. It’s similar to switching to high-rate ailerons. It gives a crisp feeling when starting and stopping a rolling maneuver.

The ailerons and flaps are controlled with HS-7245MH servos. Aluminum 1.25-inch servo horns were also used.

The butterfly/crow/air brake feature worked great as well. In a complete nosedive, the air brake acts as a parachute and slows the airplane’s descent. I was able to start up high and nosedive vertically into a landing.

On a conventional landing, if either the approach is too fast or you want to stop short as you are touching down, the air brake does a great job of slowing the airplane. I assigned the air brake function to a momentary switch so I wouldn’t inadvertently leave the air brake mix activated. This worked well for “tapping the brakes” on runway approaches.

Here you can see the deflection that’s possible with the flaps and ailerons.

The Duster is a perfect sport flier. It flies as easy as any trainer. If you want to take it to the extreme, the Turbo Duster can handle 3-D maneuvers. With its low-dihedral wing, however, it would not be my first choice for a 3-D-only flier. This airplane bridges the gap by giving you an awesome sport flier with scalelike looks, but if you want to rip up the sky with it, you absolutely can.

Extreme Flight makes it easy to get the recommended gear you need to complete the model because its website is a one-stop shop.

The Turbo Duster is big enough to present well in the sky, yet small enough to pack into most vehicles for transport. The airplane’s overall quality is outstanding—everything fit and was finished the way you would expect. I didn’t find any problems with the construction.

I look forward to adding the floats. I think this model will make an excellent floatplane, and hard points for the floats are already built in. In the meantime, I’ll keep “dusting” cornfields and practicing ridiculously short takeoffs and landings!

—Chris Mulcahy
cspaced@gmail.com

Bonus video

Manufacturer/Distributor

Extreme Flight
(770) 887-1794
www.extremeflightrc.com

Sources

Futaba
(800) 637-7660
www.futabarc.com

Hitec
(858) 748-6948
www.hitecrcd.com

Written by Barry Vaught
Lakeland is the place to be in March for jet pilots
Event coverage
Photos by the author
As seen in the August 2016 issue of Model Aviation.

Bonus Photos

Event coverage

Florida Jets week, held March 7-12, 2016, started Florida’s RC air show season with two great events, 165 pilots, more than 200 jets, highly skilled talent, thrilling entertainment, and lots of fun in the sun. The Red Flag event, which was covered in the July 2016 issue of Model Aviation, took place the first three days, followed by Florida Jets.

Some of the pilots who participated in the Red Flag RC Jet Aerobatic Competition were ready to simply fly their jets in a fun, noncompetitive manner and burn a lot of fuel. Florida Jets has a large following and is a “jet-together,” where electric and turbine pilots can safely fly their jets almost as many times as they want.

Mark Petrak’s Tomahawk Design Alabtros L-39 XXXL is 1:2.7 scale. Its 12-foot wingspan can carry more than 100 pounds of weight. The model, built by Joseph Kager, received the Critics’ Choice Award.

Greg Foushi and Bill Freeland display their F-16s. Greg and Bill are members of the Remote Control Association of Central Florida in Apopka FL.

Barry Hou, Greg Foushi, and Kristopher Gunter, standing in the front of their tent, are enjoying this year’s Florida Jets!

Surprises come early when Ali Machinchy is attending an airplane event. Ali is a magician with airplanes and it is always fun to see what he is flying at the events because he prefers to fly a variety of airplanes. He brought a one-of-a-kind Turbo Spitfire, an Avanti Viper XXL, and an F-86 Tomahawk Sabre.

Ali Machinchy’s impressive, custom Turbo Spitfire has a 91-inch wingspan, 32-pound flying weight, and is powered by a turboprop.

Ali Machinchy’s F-86 Tomahawk Sabre is an all-composite, 1/3-scale, 128-inch wingspan jet that weighs 45 pounds. It received the Best Scale Jet Performance award.

The Turbo Spitfire is an ongoing custom project that flew and sounded great. It needed a little help while taxiing because of the crosswinds. Ali’s 1/3-scale Avanti Viper XXL is a beautiful jet and flies smoothly. We mounted a GoPro HERO4 camera on the elevator stabilizer to chronicle the flight. I was concerned about mounting a camera on his aircraft, but the flat adhesive GoPro mount was easily removed by simply twisting the camera. Ali’s 1/3-scale Tomahawk Sabre is beautiful and flew as nicely as the Viper.

Barry Hou brought an unusual English Electric Lightning that has the turbines mounted vertically, one above the other. Full-scale pilots have described flying the aircraft as “being saddled to a skyrocket.”

A less expensive way to start flying turbine jets is to build your own. Dana Thrasher’s Turbinator was built from a kit. He purchased a used turbine and has approximately $4,500 invested in the jet. The Turbinator flew well and looked great in its Marine Corps color scheme.

Barry Hou’s rare English Electric Lightning relies on two KingTech 160 turbines. One jet turbine is situated above the other.

Dana Thrasher’s Turbinator has a 76-inch wingspan. The 26-pound model is powered by a P-140X turbine.

Jeff Stubbs’s BAE Hawk on final approach in a stiff crosswind.

It is always heartwarming to see a father and son enjoying our great hobby together. Joey Tamez and his son, Joshua, traveled from Texas with their yellow Navy Shockwave.

Kristopher Gunter brought an F-15 Eagle, which has a special “Let’s Roll” symbol on the fuselage in the spirit of 9/11. This symbol is displayed on various full-scale aircraft throughout the Air Force as a way of recognizing the heroes and victims of the September 11 terrorist attacks on the United States.

The halftime shows included some of the best ever at Florida Jets, with demonstration flights from some of the Red Flag RC Jet Aerobatics pilots and formation teams.

Father and son, Joey and Joshua Tamaz, display their Shockwave. The 80-inch wingspan model received the Best Sport Jet award.

Kristopher Gunter and his F-15 Eagle with “Let’s Roll” painted on the fuselage.

The flightline was filled with spectators on the west side of the field at the start of the halftime show.

The Florida Jets runway walk allowed the spectators to see the aircraft up close and meet the pilots.

Many people are involved in RC airplane events to make them safe, entertaining, and successful. Sam Wright has been announcing Frank Tiano’s RC events for 29 years.

John Walsh is a former air traffic controller and serves as the onsite air boss. He monitors full-scale air traffic while the RC event is in progress. If there is a full-scale aircraft emergency, the RC models will be grounded until the emergency is over. The Lakeland Linder Regional Airport is extremely cooperative and this is a good example of how full-scale aircraft and RC aircraft can work together for the benefit of everyone.

Congratulations to Frank Tiano and everyone involved for another exciting, memorable Florida Jets.
—Barry Vaught
bvaught@cfl.rr.com

Florida Jets Special Awards

Sources:

Florida Jets
Frank Tiano Enterprises
www.franktiano.com

Jet Pilots’ Organization
www.jetpilots.org

Written by Lawrence Klingberg
Creating Golden Age Classics from a Cub kit
Construction article
Photos by the author
As seen in the August 2016 issue of Model Aviation.

Bonus photos

Convert an aircraft to a model using a Cub kit

• Curtiss Robin
• Waco Cabin aircraft
• Bellanca Skyrocket
• Fairchild FC-2
• Stinson Detroiter
• Monocoupe
• Travel Air 6000

Throughout the last 10 years, I have found that modifying or changing a basic Balsa USA 1/3-scale Cub kit into a high-wing classic from the 1920s to 1930s is a project that is enjoyable and might be of interest to modelers with slightly better-than-average skills. This modification is not difficult, but does require many changes to create a great scale model.

Aircraft that I’ve modeled include a Monocoupe, Waco Model E, a Fairchild FC-2, and many others. In looking through the Juptner U.S. Civil Aircraft Series books or others, there are so many high-wing airplanes that are not that difficult to replicate.

The Monocoupe was designed by Don Luscombe in 1926. Throughout the years, 5,000 of the clipped-wing aircraft were sold.

If this article inspires you to build a different type of aircraft, be sure it is within your capabilities.

Fuselage

The fuselage is the most difficult part of the airplane to modify. To begin, put the Cub fuselage plans on the bench and cover it with tracing paper. These will be your plans for the side and top view of the proposed model.

Draw a centerline on the paper to reference measurements for translating them from the three-views to your plans. A good starting point is to draw in the wing and stabilizer on the plans in their respective locations. They should not be changed, because it would alter the center of gravity and flight performance would be affected.

This is a side view of the Balsa USA Cub’s fuselage. Drawing courtesy of William Hannan.

For this article, the Bellanca Skyrocket will be used as the example of how to modify the Cub’s fuselage and other parts. Although the Skyrocket’s side view is a drawing of a Peanut Scale airplane by Bill Hannan, it still coveys the outline that can be used for our purposes.

Let’s start to draw up the side-view plans. Start by drawing the top and bottom outlines and then draw in the upright and bracing diagonal pieces of wood. When this drafting work is completed, it’s time to cover the plans with something to protect them from glue. I use the backing from Solartex covering to protect the plans. It works better than wax paper and glue does not stick to it.

While on the subject of making the fuselage sides, always make one on top of the other, ensuring two identical sides. I use gussets at every joint on the fuselage. If I make up approximately 200 pieces before starting construction, there will be enough to finish the job.

When the two fuselage sides are finished, remove them and stand them up over the top view of the Cub plans and use a T square to hold up the sides. Pin them down before starting to cut the pieces of wood to create a square fuselage. Be sure to gusset each joint and check that the fuselage is straight and true at all stations.

At this time, I also install crossbracing to the top and bottom of the fuselage for added strength. By now the framework should start to look like an airplane. It is often best to leave the front portion of the airplane until last to finish. This allows ample time to consider engine mounting, windshield location, what kind of cowl will be used, and whether or not a dummy radial engine, such as many old aircraft used, needs to be made.

Wings and Wing Center Section

I like to build a wing center section at this point, which is made up as a unit to be attached to the fuselage with metal pieces screwed on and also wood pieces put on with epoxy glue.

Note that the leading edge (LE) is made from thin aluminum sheet. There is also a 11/2-inch hole in the center section ribs for the aileron wires to go through to connect the servos in the wing.

I made a few other changes concerning the Balsa USA Cub wing. The first thing I changed was to build the wing halves with aluminum LEs (see “Tin Wings” in the July 2010 issue of Model Aviation).

Another change, as pointed out in the article, would be to use a hole cutter to make holes in the wing ribs before putting the wing halves together. The 11/8-inch holes are the size of the cardboard tubes that the Solartex is wrapped around.

The last modification to the wing is to build the ends of the wing so that it has the somewhat square tips, as shown in the Skyrocket wing three-view.

The ends of the wing have somewhat squared-off tips as shown in this sketch.

The Stabilizer and Rudder

The easiest job of all during this modification is the construction of the tail feathers. The stabilizer and rudder outlines are drawn so that all of the necessary ribs and hard points are in the right places. Design the ribs so that they are full-flying surfaces.

If the plans are finished, go ahead and build the stabilizer and rudder. Sometimes it is a good idea to use two long 6:32 screws and run them up through the fuselage and stabilizer and then into the rudder bottom, which has T-nuts for the screws to enter. I have found this method of attaching the stabilizer to the rudder to be solid.

To further strengthen the tail members, I make K&S Precision Metals streamlined tubing struts to run from the top of the rudder down to the stabilizer and then to the bottom of the fuselage. Aluminum end pieces are epoxied into the tubing and then fastened with 4:40 screws to hold everything together.

The rudder can use a pull-pull system for control with the servo mounted roughly 18 inches from the wing’s LE on the bottom of the fuselage. Likewise, the stabilizer can be controlled in a similar manner.

This is the typical shape of the stabilizer and rudder ribs. A Du-Bro hinge is shown.

Wing Struts

Now is a good time to make the wing struts to hold the wings. I install two pieces of aluminum stock through the fuselage sides in two places (locate as required). The 5/8 x 1/8-inch aluminum pieces are 11/4 inches long. This allows approximately 5/8 inch to extend past the fuselage on both sides, so the struts can be bolted to the wing with 11/2-inch 4:40 screws. These strut anchors can be screwed and epoxied to the airframe.

To arrive at the true strut length, the fuselage must be weighted down in the middle of an 8-foot long workbench. The wing is attached with four screws at the center section, and boxes are placed under both sides for support.

We want the wings to have roughly an inch of dihedral at each end. This amount will be approximately 151/2 inches under the end of each wing half.

The Skyrocket’s wing struts are slightly different from most struts, such as those the Cub uses. These struts are the lifting airfoil type.

The all-balsa LE is shown. The end view of the strut shows the 1/8-inch pine “backbone” of the strut.

To make this type of strut, pieces of 1/8-inch balsa for the ribs must be cut and glued every 3 inches onto a 21/2-inch piece of 1/8-inch pine that is approximately 34 inches long.

After making four struts, they are carefully measured and the end metal pieces are attached with screws to the 1/8-inch pine strut end. The other end of the strut is K&S Precision Metals 3/4-inch aluminum. Airfoil the tubing at the ends with metal pieces epoxied into them. These attach to the wing after being measured for length.

The Engine Room

As stated in the beginning of the article, the forward section of the aircraft is the most difficult to build. By this time, most builders have given thought to how to construct this portion of the airplane from the side view.

My approach to this has been to draw the front end of the airplane on the plans and make a 1/8-inch door skin “phantom” nose section to get the front dummy radial engine ring location and the real engine firewall located, both on the plans and on the airplane.

The side view is cut from door skin and temporarily glued at the centerline location of the airplane, taking on the tapered shape of the dummy engine mounting ring.

Don’t be fussy about these pieces because they will be cut out later to make room for the actual front ring and engine firewall. These two pieces, when glued in place, form a cross, which is the center for locating and mounting the engine on the firewall. Everything must be kept concentric.

This shows the front sketch of the Skyrocket.

Now that the dummy engine ring has been placed, you must decide to fully cowl the radial engine or to have the cylinders exposed. I prefer to assemble the radial engine with products purchased from Williams Brothers Model Products.

The 1/4-scale cylinders make a realistic-looking engine, provided you make a wooden crankcase and mount it on the engine ring. They can be cowled or you can fabricate a speed ring from them. Either way, they look great and add much realism to the aircraft’s nose.

For a fully cowled version of the Skyrocket, an aluminum cowl from Balsa USA, designed for a 1/2-scale Sopwith Pup, is perfect. Its inside dimensions are 131/2 inches and the dummy radial is slightly smaller. The speed ring is another option, but it must be made by the builder.

Finally, the area from the end of the cowl to the start of the cabin must be considered. There are two choices.

One solution is to make aluminum panels to cover the area. I make cardboard templates of everything and then cut parts from thin aluminum sheeting, leaving 3/8-inch overlap on all seams. They are attached to the framework with #1 Phillips-head screws, spaced roughly an inch apart. These screws are available from Micro Fasteners and hold the panels on nicely.

Another way to cover the area is to make removable panels backed by formers and cover them with 1/32-inch sheet plywood. These can be glued on or made removable for engine access.

The engine and fuel tank mounting methods are up to the builder. The instrument panel and windshield can be left until last, again fabricating cardboard templates for patterns.

This shows the front of the airplane before installing the aluminum covering.
Note the instrument panel in the cockpit.

Finishing the Airplane

After all of the model’s modifications are finished, I like to assemble everything and make sure that all of the components work and all of the parts fit before final sanding and applying four coats of Balsarite to the airframe. If everything is okay, it is then time to cover with Solartex.

After I’ve completed the covering, I put pinked tape on all of the seams and do all of the wing ribs, giving the airplane a finished appearance. For painting purposes, my choice is Rust-Oleum. It comes in easy-to-use spray cans, and once applied, it lasts indefinitely.

If graphics are needed, they can be painted or purchased from a stationery or craft store (letters, numbers, etc.).

Landing Gear

I’ll not spend much time describing the landing gear. Most builders make them from 1/4-inch steel rods and either silver solder or braze the joints together as needed. They are usually covered with balsa shaped to an airfoil, covered with Solartex, and then painted.

Pontoons or Floats

It has been my experience in the last 25 years that the most fun is equipping an airplane with pontoons. I have constructed roughly 10 pairs of Balsa USA 1/3-scale floats and used them on all sorts of large aircraft, so I feel that they are a worthy addition to the Skyrocket.

You need to build some hard points into the bottom of the fuselage to accommodate the struts that go between the pontoons and the lower portion of the fuselage. If float flying is a possibility, plan for it now.

This is a side view of the Skyrocket on floats.

Keep ’em Flying and Build ’em Big

I hope this article inspires a host of builders to try out the ideas set forth and see what they can come up with.

The author assumes no responsibility for results or performance of any modified kit and has submitted the information purely for the enjoyment of creating a scale airplane from a Cub kit.
—Lawrence Klingberg

Sources:

Balsa USA
(800) 225-7287
www.balsausa.com

Solartex
www.shop.balsausa.com/category_s/119.htm

K&S Precision Metals
(773) 586-8503
www.ksmetals.com

Balsarite
www.coverite.com/accys/covr2500.html

Williams Brothers Model Products
(512) 846-1243
www.williamsbrothersmodelproducts.com

Micro Fasteners
(800) 892-6917
www.microfasteners.com

Rust-Oleum
(877) 385-8155
www.rustoleum.com

Written by Jon Barnes
Fly with the Marine Corps
Abridged product review
Photos by the author
Read the full product review in the August 2016 issue of Model Aviation.

Specifications

Model type: Foam electric warbird
Skill level: Intermediate
Wingspan: 48 inches
Wing area: 431 square inches
Length: 38.2 inches
Weight: 53 ounces
Power system: Brushless electric system (included)
Radio: Spektrum DX9 DSMX nine-channel transmitter
Construction: Z-Foam
Street price: $269.99

Bonus video:

Test-Model Details

Motor used: E-flite 850 Kv 15 brushless electric outrunner (installed)
Speed controller: E-flite 40-amp brushless with BEC (installed)
Servos: Six Spektrum A330 nine-gram submicro servos (installed)
Battery: Three-cell 11.1-volt 25C 2,200 mAh LiPo
Propeller: Four-blade 10.5 x 8
Radio system: Spektrum AS3X-equipped AR636A six-channel receiver (installed)
Ready-to-fly weight: 53 ounces
Flight duration: 4 to 6 minutes

Pluses

• Rough-and-ready blue and green U.S. Marines paint scheme.
• Scalelike operational rotating main electric retracts.
• Removable external fuel tanks.
• AS3X stabilization offers superb slow-speed stability and handling.
• Multipaneled flaps closely emulate those used on the full-scale airplane.

Minus

• No scale underwing armaments included.

Manufacturer/distributor:

Horizon Hobby
(800) 338-4639
www.e-fliterc.com

Sources:

Spektrum
(800) 338-4639
www.spektrumrc.com

Written by Andrew Griffith
An easy soaring experience
Abridged product review
Photos by the author
Read the full product review in the August 2016 issue of Model Aviation.

Bonus video

Specifications:

Model type: Powered glider
Skill level: Beginner
Wingspan: 59 inches
Wing area: 405 square inches
Wing loading: 7.1 ounces per square foot
Airfoil: Flat bottom
Length: 39.6 inches
Weight: 20 ounces
Power system: 370-size brushless electric
Radio: Four-channel minimum DSM2 or DSMX
Construction: Z-Foam
Covering/finish: Painted foam
Street price: $169.99

Test-Model Details:

Motor/engine used: E-flite 370 brushless motor (included)
Battery or fuel: E-flite 2S (7.4 volts) 1,300 mAh LiPo (included)
Propeller: Two-blade folding propeller (included)
Radio system: Spektrum DX18G2
Ready-to-fly weight: 20 ounces
Flight duration: 5 to 10 minutes

Pluses:

• What little assembly is needed can be completed in 30 minutes.
• Easy to fly for beginners, but fun for more experienced pilots.
• AS3X lets the Conscendo handle wind that would ground most foam airplanes.
• Easy access to change battery.

Minus:

• There were a few places where the glue was oozing out of joints.

Abridged product review

Learning how to fly RC without an experienced instructor has been universally discouraged. For me, one of the most gratifying aspects of the hobby is the friends I’ve made at the clubs I have belonged to and the events I have attended.

Those things noted, not everyone has easy access to an instructor, so Horizon Hobby produced the HobbyZone line so that those who don’t have the luxury of having an instructor can still find success within our awesome hobby.

SAFE technology is a technological leap forward toward this goal. SAFE stands for Sensor Assisted Flight Envelope and allows the pilot to choose an appropriate flight mode for his or her experience level, as well as having a panic recovery mode available at the flip of a switch in case things go awry.

With its SAFE receiver in beginner mode, a model will only bank enough to turn or pitch up or down enough to climb or descend, but no matter how far you move the stick or how long you hold it, the airplane won’t get in trouble.

In beginner mode, the airplane self-levels if the sticks are released to center. Intermediate mode gives you more control and maneuverability, but the model still won’t loop or roll inverted. Self-leveling is available by switching back to beginner mode or pressing the panic button.

When you’re ready for the big time, advanced mode unlocks the full potential of the Conscendo. While flying in advanced mode, the model won’t self-level unless you hit the panic button, but the stabilization system is still active, making flying in gusty wind not only possible, but enjoyable.

The Conscendo is a Z-Foam motor glider with a 1.5-meter wingspan and a 2S 370-size brushless power system. Some sailplane purists still snub their noses at motor-powered gliders, but love them or hate them, they are a convenient, self-contained method of launching a glider. This convenience leads to more flying, which ultimately leads to more enjoyment of the hobby which, after all, is what it’s all about!

Like many motor gliders, the Conscendo features a folding propeller to minimize drag when the motor is shut off. Control is provided via ailerons, rudder, elevator, and throttle.

Construction

The Conscendo S comes in two versions: an RTF version that includes a DX4 four-channel transmitter, and a BNF version that requires a four-channel DSM2/DSMX full-range transmitter. I received the BNF version for review and I’ll be using my DX18G2 because it never hurts to have 14 channels in reserve, just in case.

A 2S LiPo battery, DC car-style charger, and an AC adapter are all included. It’s actually kind of clever; the power supply has a receptacle that the car charger plugs into, then the whole thing plugs into the wall. It’s pretty simple—plug it in, connect the battery, and the light flashes while it’s charging and comes on steady when the charge is complete. I plugged in the battery and started charging it while I read the remainder of the manual.

The included charger can be used nearly anywhere. The battery plugs in via the balance port and the car charger can be powered either by a car outlet or the included AC power supply.

Although the RTF version already has the radio bound and set up, the BNF version requires some programming specific to the SAFE receiver. A chart outlines the programming sequence for your particular radio and it only took a few minutes to set up the mode switch, panic recovery (buddy-box pushbutton), and dual rates needed for the Conscendo.

Binding the receiver is easy because a short servo extension is attached to the bind port that surfaces in the battery hatch. Plug a bind plug into the extension and bind the radio.

Four screws and two aileron connectors can be removed to transport the Conscendo without the wings attached, but at 1.5 meters, it can fit in most vehicles without disassembly and I leave mine put together.

A servo extension is provided so you can easily put the AS3X receiver into bind mode. A battery tray and strap, as well as hook-and-loop material, are provided to secure the battery.

Flying

I gave the Conscendo a gentle, level toss and advanced the power. The model climbed well at roughly a 30° angle and quickly reached altitude. I cut the power at approximately 200 feet and let the Conscendo S glide. The model slowed nicely, and while not being a “floater” per se, it flies slowly enough for beginners. In advanced mode, the Conscendo really comes alive for experienced pilots. With the power on, the aircraft will perform loops, rolls, stall turns, and even some spins.

The word Conscendo is Latin for “to rise up” and the Conscendo certainly lives up to its name. Even in the lightest lift, the aircraft would indicate lift was present with a bump. After it was centered in even the most modest lift, it would circle tightly and climb well. Very impressive!

With half power, a gentle toss slightly above the horizon is all that is required to launch the Conscendo. It will fly right out of your hand, and the AS3X system will keep it from doing anything scary during launch and climbout.

I felt that flying inverted was a good time to test panic-recovery mode. When I pressed and held panic mode (the trainer switch on my DX18), the Conscendo immediately rolled upright and assumed a gentle climb.

This feature is great for the occasional loss of orientation that beginners often fall victim to or for those pilots making the switch to advanced mode. Confidence can be inspired while still having a safe outlet if you get confused. Let me offer a word of caution on panic mode, though; you need sufficient altitude for panic mode to recover the airplane, so don’t wait until the last second to press it.

Because the Conscendo is not equipped with spoilers or flaps, and it will float a long way with power off unless there’s some wind, you need to make sure that you have enough room to land the aircraft. It took several flights, but with some practice, I could regularly sideslip the little airplane into our 15-foot spot-landing circle. There are plastic skids on the bottom to protect the foam so you can land it on paved surfaces if you need to, but grass landings are preferred.

Under power, the Conscendo S is spirited and aerobatic enough to be fun, even for skilled pilots. The provided black stripe decals make a big difference in aiding visibility as the model climbs in thermals.

Conclusion

The HobbyZone Conscendo fills a lot of roles, and I’m glad I have one. A beginner will appreciate the Conscendo’s SAFE technology, panic recovery, and the slow flight characteristics. Intermediate pilots will appreciate having an airplane that grows with them.

Glider pilots will like the Conscendo because it’s small enough to keep handy, it can be hand-launched, and it thermals well enough to be fun. Advanced pilots will love the lively performance the Conscendo is capable of in advanced mode. This airplane truly does offer something for everyone.

—Andrew Griffith
andy@customcutgraphix.com

Manufacturer/Distributor:

Horizon Hobby
(800) 338-4639
www.hobbyzonerc.com

Sources:

Spektrum
(800) 338-4639
www.spektrumrc.com

Written by Terry Dunn
A refined aerial media platform
Product review
Photos by the author
As seen in the August 2016 issue of Model Aviation.

Bonus video:

Specifications

Type: Prebuilt quadcopter
Skill level: Beginner and beyond
Frame diameter: 350mm
Radio: 2.4 GHz system (included)
Minimum flying area: Large park
Needed to complete: Smartphone or mini tablet
Power system: Four outrunner brushless motors with 9.4 x 5 propellers; 4S 5,350 mAh LiPo battery (all included)
Duration: 21-plus minutes
Flying weight: 49.1 ounces
Price: $1,399

Pluses

• Excellent 4K-resolution camera.
• Wide performance range.
• Carrying case included.

Minus

• Video downlink is spotty.

Product Review

In 2013, I had the opportunity to review the original version of the DJI Phantom. It made waves as one of the first RTF multirotors capable of carrying a camera. It would be easy to make a case that the Phantom was responsible for kick-starting the current multirotor craze.

The past three years have witnessed the Phantom undergo rapid and constant evolution. All of those updates are reflected in DJI’s newest model, the Phantom 4.

At a glance, the newest Phantom does not appear to be that different from the original model of the series, but looks can be deceiving. The quadcopter’s plastic exoskeleton hides a long list of improvements that make it a more refined and capable flying machine.

About the Phantom 4

The Phantom 4 is only available in a complete RTF package. You get the quadcopter, a transmitter, one battery, a charger, and two full sets of propellers. Although nothing else is technically required to fly the Phantom 4, you need to use a smartphone or tablet to perform initial setup and calibration tasks. You will probably want to incorporate this device during every flight in order to take advantage of the telemetry and video downlink that it affords.

The prebuilt DJI Phantom 4 multirotor includes all of the components needed to fly.

The transmitter has a clamp to hold your smart device. It will hold a smartphone or a smaller tablet. I alternated between an iPhone 5S and an iPad Mini during my testing. Getting video and telemetry from the quadcopter requires you to physically connect the device to the transmitter via its built-in USB port. Using a 10-inch cable allowed me to connect the device without having to manage a tangle of extra wire.

The included transmitter has a simple control layout and features a built-in mount for smartphones and small tablets.

I like the transmitter’s simple and clean appearance. The front face has only the control gimbals, a power button, and a button to engage the “return to home” function. The top edge of the transmitter contains a few dials and buttons for various purposes. These controls are easy to reach while flying. There are two programmable buttons on the back side of the case.

The quad’s frame measures 350mm diagonally, with an outrunner brushless motor mounted on each corner. Stout, spring-loaded clips on each motor allow the propellers to be quickly and easily installed without tools.

My only concern with this mounting method is that the propellers do not have through holes, threads, or any other way to mate them with a propeller balancer. With that stated, I must confess that the propellers I’ve used on the Phantom 4 have demonstrated no signs of being unbalanced.

A cornerstone feature of the Phantom 4 is its three-axis gimbal with an integrated camera. The gimbal keeps the camera locked on its subject as the quadcopter gyrates through the sky. Despite the camera’s small size, it boasts impressive specifications. It can shoot 4K video at 30 frames per second (FPS) and 12-megapixel still photos. The camera has a wide-angle lens, but no horizon-bending fish-eye effect.

The propellers clip into place on the motors without the use of tools. It is a simple, yet effective, system.

The Phantom 4’s integrated camera and gimbal assembly is capable of capturing high-quality 4K resolution video and photos.

A four-cell 5,350 mAh LiPo battery powers the Phantom 4. The plastic housing around the battery slides into the quadcopter’s frame and clips into place. The electrical contacts automatically engage when the battery is fully installed.

The provided simple AC charger simultaneously charges the flight battery and the transmitter. It takes approximately an hour to charge a fully depleted flight battery. The transmitter needs three to four hours to charge, but a single charge should last for several flights.

The LiPo battery has a few innovative and unique features. A button on the battery case is used to turn the battery on or off, which effectively controls whether power is sent to the electrical contacts. A series of LEDs indicates the charge status, the battery’s overall health, and any errors or malfunctions. If the battery sits unused for 10 days, it will automatically discharge itself to a safe storage voltage.

A 4S 5,350 mAh LiPo battery provides flight times of more than 20 minutes.

All of the kit components come packaged in a handy, durable foam case. The hinge, latch, and handle use embedded plastic components. This is definitely not a cheap throwaway package.

The carrying case gathers all of the necessary parts into a surprisingly small footprint. Perhaps it’s even a little too small. Although there is a slot that nicely fits my iPad Mini, I don’t see any way to add a spare battery. The one battery that fits must be installed in the airframe.

Users who wish to bring along more than the bare essentials will need to find a larger case. Several such cases are available from DJI and aftermarket companies.

All of the components fit in a small, tough foam case.

Preparing for Flight

The piloting skills required to fly the Phantom 4 are minimal, thanks to the onboard stabilization systems, yet those same systems make it an inherently complex machine. Even if you already know which way to move the control sticks to make the Phantom go where you want, inadvertently pressing a button or flipping a switch could have drastic, unintended consequences.

For that matter, any number of circumstances could trigger an automated system to assume control of the model. It is imperative that you educate yourself on the specific systems and features of the Phantom 4 before flying it. Any previous experience you may have with airplanes, helicopters, or even other multirotors, simply doesn’t apply.

The model includes a quick-start guide that conveys the bare essentials. One of the first steps listed in the guide is to watch a series of tutorial videos. The videos are helpful and informative, but are not comprehensive. I recommend that you download the complete user manual. It doesn’t take long to read from cover to cover, but it likely will answer questions that you didn’t even think to ask.

Many of the quad’s systems and functions are managed via menus on the DJI GO app that you must install on your smart device. This includes processes for calibrating the onboard compass and selecting your preferences for the camera. It pays to familiarize yourself with these options so you aren’t scratching your head at the flying field.

The DJI GO app allows you to view real-time video feed and provides numerous menus that can be used to configure the Phantom 4.

Most camera-toting multirotors have a barometric altimeter and GPS receiver that work in unison to allow the aircraft to park in the air without control inputs. The Phantom 4 adds ultrasonic sensors on the bottom of the frame to help determine the quadcopter’s altitude.

Monocular range finders are located on the front and bottom to help the Phantom 4 be more aware of its surroundings. With these extra devices, it is possible to fly with some degree of autonomy in places where GPS signals are weak or nonexistent.

If the range finders detect an object in the flight path, the multirotor will automatically stop forward motion to prevent a collision. There are, however, a few caveats to this feature. Because the range finders are only located on the front and bottom, objects located in any other position will not be detected or avoided. I suspect that it won’t be long before multirotors are equipped with sufficient range finders (or other devices) for complete situational awareness.

There are three basic flight modes from which to choose. Positioning mode (P-mode) has the most docile control response and utilizes all of the Phantom 4’s position awareness devices. This is the flight mode that is best suited for taking photos and shooting video. It provides a smooth, stable platform for the camera.

Moving into Sport mode (S-mode) extends the quadcopter’s bank angle limits. This permits faster flying speeds (up to 45 mph) and more aggressive maneuvering. All of the positional devices are still active, but obstacle sensing is not functional in S-mode. Although it is possible to shoot photos or video in this mode, it’s best for competent fliers who are ready to explore a fast-paced side of multirotor flight.

Attitude mode (A-mode) is similar to S-mode. The difference is that you forfeit GPS and obstacle sensing. This somewhat increases a pilot’s workload, but the quad still has self-leveling and altitude-hold capabilities.

Flying the Phantom 4

Now that I’ve logged numerous flights with the Phantom 4, I have a routine that gets me in the air quickly. After I have set down the aircraft at a suitable “home” position, I power up the transmitter. I then install the battery and turn on the quadcopter.

I start the DJI GO app on my smartphone and do a quick scan of the telemetry gauges. The entire process takes less than two minutes.

I have much experience in flying multirotors, and I found flying in P-mode easy and relaxing. Newcomers to quadcopters, however, might want to tone down the controls from the stock settings via the app. You can bump them back up as your skills and confidence improve.

I recorded some video in P-mode. Because of the Phantom 4’s moderate speeds and docile response in this mode, I felt comfortable using the gimbal controls to change the camera’s tilt angle on the fly.

Three basic flight modes provide a range of flight performance suitable for many pilots.

In my experience, the live video feed to my phone was inconsistent. On most outings, it was rock solid with almost no detectable time lag. Other times, I would only get a partial image … regardless of how close the quadcopter was to the transmitter’s antenna. I have not determined what causes the intermittent downlink problems. Telemetry data appears to be solid throughout.

DJI claims that the Phantom 4 is capable of 28-minute flights. That might indeed be possible in ideal conditions. My flights have averaged slightly more than 20 minutes. This invariably includes some power-gobbling horsing around and landing with roughly 20% of the battery capacity remaining.

Moving into S-mode livens things up. The Phantom 4 is capable of surprising speed and maneuverability. You should not expect it to perform similar to a racing quadcopter, but it’s no slouch. If you think of a racing multirotor as a Corvette, then the Phantom 4 is similar to a four-door sedan with a V-8 engine.

A-mode feels much like S-mode. Because I use both modes for the occasional high-speed run or a little goofing off, I don’t miss having GPS.

All of the video that I’ve captured so far has been at 4K/30 FPS. The raw footage is stunning—the image is sharp and the colors look natural. I am excited to try recording in other camera settings, particularly 1080 pixels at 120 FPS. That should be great for fast action shots.

When flying in P-mode, you can access special features such as Tap Fly and Active Track. With Tap Fly, when you touch an object on the video downlink screen, the Phantom 4 will automatically hover above it.

Active track is similar, but the subject can be moving. The quadcopter will attempt to stay with whatever (or whomever) you select while keeping the subject in the camera’s view. Although these features work well, I don’t think that either one is an option that seasoned fliers will often turn to.

Conclusion

I didn’t need much time with the Phantom 4 to realize that it’s vastly different from the original Phantom released a few years ago.

We still have far to go before all of the pieces are in place to invent my vision of the perfect aerial photography multirotor, but the Phantom 4 is a step in the right direction. It has a superb camera and flight modes that are applicable to a range of flying skills.

Pilots who take the time to learn and understand its myriad capabilities will discover that they are at the helm of a very potent aircraft.
—Terry Dunn
terrydunn74@gmail.com

Manufacturer/Distributor:

DJI
(818) 235 0789
www.dji.com