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©2016 Horizon Hobby, LLC. Hangar 9, E-flite, Valiant, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. Cirrus and associated emblems, logos and body
designs, are either trademarks or registered trademarks of Cirrus Design Corporation and are used under license by Horizon Hobby, LLC. The Red Bull name and likeness is used under license of Red Bull GmbH
Austria. ASW 20 and the associated logos and body designs are trademarks or registered trademarks of Alexander Schleicher GmbH & Co. and are used with permission by Horizon Hobby, LLC. Beast, the
Inverza and their designs are trademarks of Kevin Kimball, used under license to Horizon Hobby, LLC. Prometheus, P3 Revolution, and associated logos and body designs are trademarks or registered trademarks
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Terms and conditions apply. Excludes discontinued items. 48771.2
 CONTENTS
Volume 144
Number 11
November 2016

Features
22 Warbirds Over Delaware
25th anniversary of this East
Coast scale event
By Sal Calvagna

38 Keep It Legal
Best practices for airport
notifications
By Franklin D. Mellott

48 Radio Programming
Primer
How to set up your transmitter to
maximize your flying enjoyment
By John Reid

64 Gallery: Scheibe SF 33
Motor Glider
A 20-year building project
takes flight
By the Model Airplane News crew

72 Top 10 P-51 Mustangs

Favorite all-American fighters
By the Model Airplane News crew

Departments
10 | Preflight
12 | Airwaves
16 | Tips & Tricks
18 | Pilot Projects
20 | Flightline
60 | Ultimate Electrics
94 | Rotor Speed
98 | Final Approach
 CONTENTS
Volume 144
Number 11
November 2016

54
Flight Tests
30 Flyzone B-25 Mitchell
Micro RC scale at its best
88
By Peter Church

44 Hitec QuadRacer 280

A quick, customizable racer that’s
ready to go out of the box
By John Reid

54 Great Planes Quik-V6 Q500

Fly an AMA Nationals winner!
By Rick Bell

88 E-flite/Horizon Hobby
Pawnee Brave Night Flyer
44
Fly day or night with this fun sport plane
By Mike Gantt

MODEL AIRPLANE NEWS (USPS 533-470; ISSN 0026-7295) is published monthly

by Air Age Inc., 88 Danbury Road, Wilton, CT 06897 USA. Copyright 2016, all rights
reserved. Periodicals postage permit paid at Wilton, CT, and additional offices.
Canadian Post Publications Mail Agreement No. 40008153. SUBSCRIPTIONS: Go to
ModelAirplaneNews.com. U.S., $38.00 (1 yr.); Canada, $46.00, including GST (1 yr.);
International $56.00 (1 yr.). All international orders must be prepaid in U.S. funds; Visa,
MC, Discover, and AmEx accepted. EDITORIAL: Send correspondence to Editors, Model
Airplane News, 88 Danbury Road, Wilton, CT 06897 USA. Email: MAN@airage.com. We
welcome all editorial submissions but assume no responsibility for the loss or damage of
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advertising materials to Advertising Dept., Model Airplane News, 88 Danbury Road, Wilton,
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30
 BY DEBRA CLEGHORN | EXECUTIVE EDITOR Est. 1929

EDITORIAL
Executive Editor Debra Cleghorn ii debrac@airage.com
Senior Technical Editor
Gerry Yarrish ii gerryy@airage.com
West Coast Senior Editor John Reid ii johnr@airage.com
Associate Editor Matt Boyd ii mattb@airage.com
Copy Editor Suzanne Noel
CONTRIBUTORS
Jason Benson, Sal Calvagna, Budd Davisson,
Don Edberg, Mike Gantt, Dave Garwood, Dave Gierke,
Greg Gimlick, John Glezellis, Aaron Ham, Carl Layden,
Clarence Lee, Jim Newman, Greg Poppel, Mark Rittinger,
Jim Ryan, David Scott, Jerry Smith, Craig Trachten, Paul
Tradelius, Pat Tritle, Rich Uravitch, Nick Ziroli Sr.
ART
Creative Director Betty K. Nero
Art Director Kevin Monahan
DIGITAL MEDIA
Web Producer Holly Hansen
VIDEO/PHOTOGRAPHY
Photographer Peter Hall
Videographer Adam Lebenstein
ADVERTISING
Director Advertising & Marketing David J. Glaski
Warbird Fever ii203.529.4637 | davidg@airage.com
Strategic Account Manager Mitch Brian
THERE’S SOMETHING SPECIAL ABOUT WARBIRDS. These classic aircraft remind us of when ii203.529.4609 | mitchb@airage.com
pilots risked everything to protect their homelands. Their RC counterparts look great on the Senior Account Executive Ben Halladay
flightline and in the air, and they are a blast to fly! This month, we have event coverage of Warbirds ii203.529.4628 | benh@airage.com
Over Delaware, one of the oldest and most popular warbird events on the East Coast and Account Executive Diane de Spirlet
ii203.529.4664 | dianed@airage.com
celebrating its 25th anniversary this year. In fact, many consider this gathering of military Account Executive Joe Hiznay
RC hardware as the granddaddy of them all! Our contributor Sal Calvagna brings us all the action ii203.529.4636 | joeh@airage.com
from the flightline, brought to life with great images from the father and son team of Roger and CONSUMER MARKETING/PRODUCTION
Scott McClurg. The Media Source, a division of TEN,
We also thought it would be fun to showcase a roundup of our favorite P-51 Mustang models. The Enthusiast Network
Arguably the most recognized American fighter of World War II, P-51 Mustangs are an icon of MARKETING & EVENTS
aviation history, and the 10 RC aircraft we showcase all do justice to their namesake. Whether Marketing Assistant Erica Driver
you’re looking for a backyard park flier, a souped-up P-51 racer, or a giant-scale built-up warbird, Event Manager Emil DeFrancesco
we’ve got an all-American Mustang that’s perfect for your hangar. PUBLISHING
Group Publishers Louis V. DeFrancesco Jr.,
This month, we also offer tips for getting the most out of your programmable radio, a gallery
Yvonne M. DeFrancesco
of a 2/3-scale (33-foot-span!) Scheibe powered glider, and a guide to deciphering what all the
numbers on your battery pack mean.
Drop us a line at MAN@airage.com and let us know what you’d like to see more (or less) of in FOLLOW US
your magazine, and we’ll continue our 87-year legacy of being your first source for RC aircraft On Facebook: modelairplanenews
inspiration and information. Follow us on Twitter: @modelairplane
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Visit us online: ModelAirplaneNews.com
Comments may be sent to: MAN@airage.com

NEW
BOOKAZINE:
DRONE This 73-page collection of articles from RotorDrone magazine will
give you a better understanding of drones, from the basics of the
SCHOOL aircraft to gear and gadgets, mastering flight, and troubleshooting
tips. Drone School covers topics that range from an introduction EDITORIAL OFFICE
for the novice pilot to advanced tips that even the veteran pilot 88 Danbury Road, 2B, Wilton, CT 06897 USA
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will find useful. Download it today at AirAgeStore.com!
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10 ModelAirplaneNews.com
 YOUR FEEDBACK

We love hearing from our readers: Your emails, tweets, and comments quickly let us know what you’d
like to see more (or less!) of in upcoming issues and online. Here’s what some of you are saying about
Model Airplane News magazine.

Facebook Scale Competition Comes to the Northeast

We posted photos and video of the new first annual Northeast Scale Qualifier competition
held in Goshen, New York, hosted by the Black Dirt Squadron RC Club. Contest director Danny
Carroza put this event together to bring scale RC competition to the region and breathe new life
into the hobby. The event was a big success, and you guys had a lot to say. Here are just a few
comments from the post.

Carlene Longworth: My god, these planes Ed McNew: Very nice! That

just keep getting bigger and bigger—
awesome.
plane does the maneuvers with
ease. I like it!
ModelAirplaneNews.com
Aaron Ballwich: I have been thinking of Edward Carl: Wow. Thanks for
Rudder Hinging
trying scale competition. I’m checking out sharing. Love the video. Just Another build-along series is getting ready
the NASA website to download the rulebook. want more of the same. to start on the MAN site, and recently we
highlighted some details on how the inset
hinges are made for the rudder. The airplane is
a giant-scale Skyraider and the “How To” post

U In Our Mailbox has several close-ups showing the various

steps in detail. Though a proven tried-and-true
Min-E Taurus method, this hinging technique is new to many
of our readers, and here’s just some of what
My dad got me started in RC back in the you had to say.
mid-’70s, and I have enjoyed the hobby
ever since. He was a big aerobatic Flyoz: Great article. Very complete and easy to
lover, and he flew the old Kazmirski follow. I think the photos in this article are great.
designs, like the Orion and the Taurus. I
remember seeing a construction article Sebo: I used the method on my Hostetler
a while back for a mini Taurus, and I Lancair—works great.
thought it would be a great project for David N: Very interesting. I’m not into models
me and my son, who is now starting to of this size but would like to give the technique
fly RC with me. Any chance you can help a whirl. I was surprised that ply bearings are
me find the article?—Ricky Donavon sufficient; I was expecting brass tube bushings
or a printed circuit board.
Ricky, of course, we can help! The article
for the Min-E Taurus was published in our March 2012 issue. You can order the plans for the Adam M: Nice article. I built a Ziroli Zero similar
miniature, electric-powered Taurus look-alike from AirAgeStore.com. Designed by our longtime to another post on this site. I used the same
contributor and electric-airplane designer Mark Rittinger, the Min-E Taurus is plan number basic technique, and the hinge support tabs
X0312A. A fairly easy build, it would be ideal for basic e-power sport aerobatics .—GY have held up great for more than seven years.

facebook.com/ twitter.com/ pinterest.com/ instagram.com/ youtube.com/ feedback@ Model Airplane News

modelairplanenews modelairplanenews modelairplanenews modelairplanenews airagemedia airage.com 88 Danbury Road, Wilton, CT 06897

12 ModelAirplaneNews.com
Tips&Tricks USEFUL HINTS FROM MODELERS |

BALSA DENT REMOVAL

While readying my model for covering, I discovered several small dents and dings
in the soft balsa. Instead of using wood filler, I filled a small dish with water and
used a Q-tip to apply a drop of water on the dent. I then heated the area
with my sealing iron. By lightly touching the sealing iron to the dent, it
literally disappeared in a puff of steam. As long as the balsa is merely
dented and not torn or cracked, it works perfectly.
Kent Garrett, Turner, OR

plane in order is to take some stick-on label paper and

print or type suitable ID characters on it. Then use a paper-
punch tool and make small ID labels that easily stick to the
connectors and sockets.
Greg Gimlick, Fuquay-Varina, NC

CUTTING BRAIDED CABLES

When you cut braided metal cables for pull-pull control
setups, like rudder and nosewheel steering, the ends
will often unravel and become frayed. Simply wrap the
cable where you want to cut with paper
masking tape and the ends will stay
orderly and neat.
Dave Wigley, Lake Grove, NY

SECURE ENGINE OPS

Safety first. Sometimes you don’t have a friend around to help secure your plane while you
adjust the engine. A super simple and cheap way to secure even large 1/4-scale airplanes
is to use 2- to 3-foot-long broomstick-size dowels. Sharpen one end and stick through a
chunk of foam to protect the leading edge of the wing panels. Drive them into the ground
with a hammer, as shown, and you are good to go. A plastic mat below the propeller
prevents debris from being blown back by the prop.
Danny Carozza, Yonkers, NY

SEND IN YOUR IDEAS! We want your ideas for Tips & Tricks! This month’s winners will receive a $50 glue
assortment from Bob Smith Industries. Send a photo or rough sketch and a brief description to MAN@airage.com
or Model Airplane News, c/o Air Age Media, 88 Danbury Rd., Wilton, CT 06897 USA.

16 ModelAirplaneNews.com
 Used by industry, but available from your local hobby shop.
Manufacturers, like most modelers, demand the best performance from their adhesives. That is why Boeing, Lockheed-Martin,
Cessna and many other aerospace firms choose BSI. With a larger selection of CA and epoxy adhesives than any other hobby
manufacturer, BSI provides modelers with consistent high performance, all available from your local hobby shop.

“Your Adhesive Company for Over 30 Years.”

To find a dealer or ask a question of The Glue Pros, go to:
www.bsi-inc.com U info@bsi-inc.com
(805) 466-1717 U 8060 Morro Road U Atascadero, CA 93422 U USA
Find us on Facebook at Bob Smith Industries
“Delight yourself in the Lord, and He will give you the desires of your heart.” – Psalm 37:4
Pilot Projects SHOWCASING WHAT YOU BUILD & FLY | Email entries to: MAN@airage.com

1911 AVRO
Patrick Welsch,
Plano, IL
After flying for more
than 30 years, Patrick
decided to design and
build his first plane from
scratch, and the result is
this semiscale, 60-inch-
span Avro. Powered by
a Magnum .52 4-stroke,
the model has a pilot
figure that moves its
head with rudder and
up-elevator. Well done!

PI LOT T
PROJEHCE SWOOSE
OF T
MONTH Bernie Olson, Hudson Oaks, TX
When he wanted to build a plane for his club’s annual float fly, Bernie decided to
go with a model that caught his fancy years ago: a Swoose. Originally designed in
’46 for free flight, this plane was scaled up by Nick Ziroli for RC, and he published
plans for it in Model Airplane News in 1989. Bernie adds, “This model sports an
inverted O.S. .55 in the nose, which pulls it nicely.”

STINSON RELIANT SR-9

EXTRA 300S Would you believe that this is Jeff’s first kit-build? He built the
Great Planes kit and then covered it with MonoKote, adding
Gene Lezatte, Athens, NY
Jeff Hall, Westland, MI Powered by a DLE 35cc engine, Gene’s 86-inch-span Redwing RC
hand-cut graphics. He adds, “The test flight went perfectly—no
model uses a Spektrum radio with telemetry. This aircraft has a gull-
trimming needed” (another first).
shaped wing, working lights, scale door and ladder, and functional
flaps for scale landings.

SEND IN YOUR PICTURES! Model Airplane News is your magazine, and we encourage reader participation.
Email your high-resolution images to MAN@airage.com with your contact information and details on your project.
Every pilot we feature will receive a Model Airplane News baseball cap, and the “Pilot Project of the Month” winner will
receive a $200 gift code for anything at jramericas.com.

18 ModelAirplaneNews.com
 Flightline YOUR #1 SOURCE FOR RC NEWS

Blade Theory X 195

This carbon-fiber airframe even
looks fast! Multiple motor-mounting
holes accommodate a variety of
E-flite Sukhoi
powerplants, and the frame’s SU-29MM BNF
unique top stack is designed If you liked the original E-flite Sukhoi, you’ll love
to hold a GoPro Hero3 or 4 this Gen 2 version! Its AS3X flight stabilization
with a single strap, and the lets you look like a pro on the flightline, and less-
bottom has a battery cutout for experienced pilots will appreciate its optional
easy installation and access. SAFE Panic Recovery mode. The 44-inch-span
Add the power, radio, and FPV Z-Foam aerobat comes with power system and
systems of your choice and you’ll servos installed; just bind it to your compatible
be race ready. It costs $79.99. radio, add a 3S 2200mAh pack, and head to the
bladehelis.com field! It costs $229.99. e-fliterc.com

Spektrum Receivers
Spektrum has added three new specialized receivers,
all with data ports for voltage, temp, and rpm sensors.
The 4-channel SR4000T DSMR Slim costs $69.99 and
the 6-channel SR6000T DSMR Slim costs $79.99. The
6-channel AR6270T Carbon Fuse Integrated Telemetry
receiver also has an XBus port and features dual
extended antennae for optimum performance; it costs
$69.99. spektrumrc.com

With SAFE Plus technology, this 27-inch-span Ultra Micro Champ is an ideal
HobbyZone first model. It has beginner, intermediate, and advanced flight modes, Panic
Champ S+ Recovery, AutoLand, and a Virtual Fence to keep it from flying too far away.
The Bind-N-Fly Champ is $149.99; the RTF is $169.99. hobbyzone.com

20 ModelAirplaneNews.com
Dromida Sky
Cruiser 2
Made of nearly
crashproof EPO foam,
the Sky Cruiser 2 is
easy to fly and a great
aircraft to learn to fly
with. This 29-inch-span
trainer comes with a
transmitter, LiPo flight
battery, and balancing
charger and costs
$59.99. dromida.com

Hitec Power Peak D7

With two independent 200-watt output

of current, the Power Peak D7 is capable of

charging all battery chemistries quickly and
efficiently. The D7 also features mini USB

costs $274.99. hitecrcd.com

Dromida Twin Explorer

The perfect plane for first-timers, the Twin
Explorer comes with everything you need to
fly. Crash-resistant foam construction will
easily withstand those not-so-gentle first
landings. The Twin Explorer costs $39.99.
dromida.com

Hitec Vector 280

This fast, high-performance FPV racer has a
compact, integrated-circuit-board system
for reduced weight and a sturdy, resilient
carbon-fiber frame for durable flight. It comes
completely assembled
and requires a 5-channel
transmitter, 5.8GHz receiver,
3S or 4S LiPo battery, and
optional video goggles. The Vector 280 costs
$299.99. hitecrcd.com

NOVEMBER 2016 21
Making ready for the
WW I gaggle flight,
everyone readies
their craft and takes
off together for
the world’s largest
dogfight.

Warbirds Over Delaware

25th anniversary of this East Coast scale event
BY SAL CALVAGNA PHOTOS BY ROGER MCCLURG & SCOTT MCCLURG

How do you successfully host

a premier giant-scale RC event like Adam Lilley starts the show each year
Warbirds Over Delaware for with his militarized crazy Cub routine.
25 years? Well, a good way to
find out is to see the contest
directors and club members of
the Delaware R/C Club busy at
work. Like a gourmet chef, the club
starts with just the right amount of
flying, friends, and fun ingredients
and then they spice it up a tad
with plenty of food, sponsorship,
volunteers, and a perfect venue to
serve up a first-class event. Then
they do it 25 times, all the while
making each time a little better
than the last. I have to admit that
I have come for more years than
I care to remember to enjoy this
smorgasbord of scale warbirds
and excitement.

22 ModelAirplaneNews.com
On the Field
As its name implies, this event is a giant-scale
military RC airshow, which is extremely popular
and open to the general public. The event
attracts thousands of spectators annually to
its Lums Pond State Park venue in Kirkwood,
Delaware, with the RC pilots coming from near
and far. To help with the massive logistics
involved in setting up the many tents and
airplane encampments, this year’s event was
held from Wednesday, July 6, through Saturday,
July 9. For a good spot, you really do need to
come early because, by Friday, there are so
many tents set up that the event looks like it
could qualify for its own zip code. This year,
there were well over 200 highly detailed giant-
scale warbirds in attendance.
As in the past, Pete and Dave Malchione and
the rest of the club volunteers did an amazing
job setting up and running the event. A great
feature is that there is a huge tent for overnight
model storage, making setup and teardown of
the models at the end of the day unnecessary,
and it could easily accommodate 100 models.
Horizon Hobby, a major sponsor, had a large
tent near the flightline, which housed some of
the largest and most impressive models that I
have ever seen.
In a separate area, the food vendors kept all
the pilots and their crewmates well supplied
and fed, with offerings including plenty of
hamburgers and hot dogs along with the
all-time favorite in hot weather: flavored
shaved ice. Several hobby vendors were also
there, selling everything from giant-scale kits
and pilot figures to RC switches and servo There were plenty of German Luftwaffe airplanes on the flightline.

Sponsors Zap Glue

Model Airplane News Global Air
Frank Tiano Betty Cantera
Enterprises Brilliant Studio, Inc.
Horizon Hobby Blackbird Finishes
Hangar 9 Dan Davidson
Nick Ziroli Plans Remote Control Hobbies
Spektrum RC Peter’s Beauty Salon
Sullivan Products SKS Video Productions

This impressive B-25 Mitchell gunship is the work of Trent Wilhelm. Built from
the old American Eagle kit, it has a 109-inch wingspan and is powered by a pair
of US41 gas engines.
WARBIRDS OVER DELAWARE

extensions. If you needed a part or tool for a

repair, it was like having a well-stocked hobby
shop right at the field.

Show Central
Open flying comprised most of each day,
and there were models from every era of
aviation history. Early flight machines like
the Fokker Eindecker and other lightweight
World War I types shared the traffic pattern
with heavy-metal World War II planes, such
as P-47 Thunderbolts, P-51 Mustangs, and
Axis planes like the Messerschmitt Me 109
and the infamous Japanese A6M Zero fighters.
For safety and to keep the line moving, a total
of six aircraft were allowed in the skies at any
one time. The Delaware R/C Club’s flightline
personnel managed both ground and air
operations like a well-oiled machine, and it
Carl Becker from Prince George’s Radio Control Club brought a beautiful 1/4-scale Ryan PT-22 Recruit. It spans
paid off with everyone flying as much as they 90 inches and is powered by a 1.80 Laser 4-stroke glow engine, built from Jerry Bates plans using Bob Holman
wanted to without a lot of idle wait time. This cut parts. The model weighs 22 pounds, has Sierra Precision landing gear and Glennis wheels, and features
was a really good thing as the temps this year functional landing and flying wires.
were in the very high 90s.
On Friday and Saturday, the open flying
stopped for the midday airshow, and the action
with several flight demonstrations really wound
up the crowds. Adam Lilley warmed up the
crowd with his militarized version of the flying
farmer routine. During his takeoff run, his Piper
L-4 Grasshopper lost a wheel, but the plane
zipped along the edges of the runway, barely
missing the tall grass and trees, pulling up at
the very last second. Adam continued flying,
and at one point, he lost an aileron in flight! He
performed several touch-and-gos, finishing off Michael Gross has flown at this
his demo with a smooth, precise landing. event for many years. Built from
a Yellow Aircraft kit, his P-40
Warhawk has an 86-inch span, is
powered by a DA 50cc gas engine,
and weighs 26 pounds. It sports a
This Junkers Ju 87 Stuka dive-bomber was flown Soviet Winter camo scheme.
by Mark Ward. It is a Ziroli design, has a 100-inch
wingspan, and is powered with a Quadra 75.

24 ModelAirplaneNews.com
 Coming in to strafe the
trenches, the big triplane is
an impressive sight.

Half-Scale Triplane
Scott Vickery of South Mills, North Carolina, built this magnificent
50%-scale Fokker Dr.1 Triplane from enlarged Glenn Torrance
Models plans. At 50% scale, the model spans 141.5 inches and
weighs a hefty 115 pounds. It is powered by a ZDZ 250cc gas
engine. Just as he did with the full-size aircraft, Scott built the
fuselage using metal tubing and had to learn how to weld to
fabricate it. The Fokker is covered with Solartex and finished with
Valspar paints in Wilhelm Schwartz’s aircraft colors. For additional
scale fidelity, Scott made the bullets in the machine gun’s belts
out of .22 Magnum brass casings and .223 bullets—without
any gunpowder, of course. Scott has dozens of flights on his
impressive model, if you can truly call it a model!

Here’s a good example of just

how big Scott Vickery’s Fokker
Triplane really is. At 50% scale,
it spans an impressive
141.4 inches.

NOVEMBER 2016 25
WARBIRDS OVER DELAWARE

Peter Goldsmith flew many different aircraft this year,

including his 1/4-scale Balsa USA de Havilland DH-4,
here being chased by Mike Gross Sr.’s Nieuport 28.
Peter’s model spans 127 inches, weighs 27 pounds,
and is powered by a 40cc 4-stroke gas engine.

Enzo Grasso flew this 1/5-scale

Messerschmitt Bf 109. Here, his ESM
ARF makes a high-speed pass.

Gaggle Flights
Next up was the very popular WW I gaggle,
which involves a mass launch and flight
demonstration of all the WW I–era aircraft.
With about 30 airplanes in the air at the same
time, it was a real barn burner of a show. Some
flew high, and others down on the deck; some
even performed aerobatic moves to make it all
look like one of those crazy dogfight fur balls.
After the last of the WW I planes cleared
the runway, the WW II guys took to the air.
Though fewer aircraft were flown, they did
fly much faster and louder. Here the famous
fighters, like P-51 Mustangs, Spitfires, and P-47
Thunderbolts, chased down the Me 109s and
FW 190s, while Curtiss F4U Corsairs jumped Mark Ward flew his unusual and seldom-
the Japanese Zeros. Aircraft from both the seen Nakajima Ki-27 Nate, built from Reed
Models plans. It has a 94-inch span.
European and Pacific war theaters were well
represented, and the sound of the engines and
propellers stirred the emotions.
Other highlights included the flights of
the giants, featuring a huge C-46 Curtiss
Commando flying formation with an
equally enormous B-26 Widowmaker and a
choreographed dual flight by a pair of A-10
Warthogs, piloted by Paul LeTourneau and Dave
Malchione Jr. For the jet lovers, three T-33
Shooting Star jets performed together in the
sky, one of which was flown by the current Top
Gun winner Peter Goldsmith. Although Peter
Goldsmith is a very competent turbine jet
pilot, his piloting skills were equally impressive
as he flew his brand-new de Havilland DH-4
biplane built from the Balsa USA kit. One of the
favorites during the airshow was Andy Kane

26 ModelAirplaneNews.com
Adam Lilley really gets into the act. This is just part of his flightline encampment, complete with sandbags
and a fake .30-caliber machine gun.
Adam’s Mustang
Adam Lilley of Freehold, New Jersey, has been a favorite at
Warbirds Over Delaware for many years. His flying farmer routine
continues to excite the crowd, while he also can be counted on
to bring interesting planes. He camps out on the flightline with
his well-appointed WW II–adorned tent, and he is always in period
dress with his khaki uniform.
This year, Adam flew a nicely done Bud Nosen Mustang.
Spanning 105 inches and powered by a powerful Quadra 100cc gas
engine, the Mustang tipped the scales at 40 pounds. The Quadra
Adam always attends Warbirds Over Delaware dressed in
period clothing. His uniform of the day always adds to the
event’s atmosphere.
had no trouble easily pulling the fighter around the pattern. Adam
really went the distance with his model and installed sequencing
main-gear doors, navigation lights, an extendable landing light,
and an operable oil-cooler door at the back of the air scoop. In
addition, his pilot’s head moves, the machine guns operate with
flashing lights, and an airborne sound system simulates the sound
of a full-size P-51.
A fun fact here is that when the Bud Nosen kit was released, it
was originally designed to fly on a .60 glow engine equipped with a
belt drive mechanism. Simply amazing!
Solid as a rock, Adam’s Bud
Nosen Mustang screams by on a
low-level strafing run.
NOVEMBER 2016 27
WARBIRDS OVER DELAWARE

Jeff Stubbs flew this beautiful 1/3-scale BAE Hawk. The CARF-Models Hawk is powered by a KingTech K-180G
turbine and spans 98 inches. Weighing about 46 pounds, this aircraft is rock solid and has an amazing smoke system.

with his 50%-scale clipped-wing cub with a buddy

box and a group of youngsters selected from the Peter Goldsmith, Paul LeTourneau, and Dave Malchione
crowd. It’s great to see the excitement in the kids’ Jr. get their Skymaster T-33 Shooting Stars ready for
faces as they moved the sticks on the transmitter another formation flight. The models span 105 inches and
weigh about 38 pounds.
and watched the giant cub go through its paces.
Each year, the show concludes with the
outstanding achievement awards being presented
to a few select individuals. This year’s recipients
were Larry Alles, Rich Andrese, Bob Tursack, and
Roger Spoor.

Saturday Night Mayhem

It just wouldn’t be the Warbirds Over Delaware event
without the Saturday night mayhem. This gauntlet
is flown by only the bravest of souls with their old
and worn-out electric foamies. They attempt to
survive the “AA” fire of the youthful ground troops
who are armed with paintball guns, airsoft guns,
BB guns, and even a well-placed potato cannon or
two. The last person to land takes the prize. Of course,
it’s a lot harder than it looks to down a speedy hunk
of foam. The end of the mayhem signals that yet
another successful Warbirds Over Delaware event
has entered the history books.
As a veteran of many years attending the event,
I would like to offer special thanks to the contest
directors Dave and Pete Malchione, the announcer
“Fast” Eddie Leuter, and all the club members for
their tireless efforts. This event truly is one of a kind
and the granddaddy of all other events specializing in
giant-scale military models.
For more information on the event, visit delawarerc.
org/warbirds.html, and for more photos and video, go
to ModelAirplaneNews.com/WOD16. 

28 ModelAirplaneNews.com
 Flight Test

FLYZONE
B-25 Mitchell
Micro RC scale at its best
BY PETER CHURCH PHOTOS BY PETER HALL

Arguably the most recognizable medium-size bomber

of World War II, the B-25 Mitchell is in a class by itself.
Designed by North American Aviation in the late ’30s and
named after Maj. Gen. William “Billy” Mitchell, nearly
10,000 aircraft were manufactured. Its most memorable
use was in the raid on Tokyo, Japan, by Lt. Col. James
“Jimmy” Doolittle who flew 16 B-25s off the carrier
USS Hornet.
This new little B-25 from Flyzone is a great scale copy
of the full-size “Heavenly Body,” which can be seen across
the country performing in warbird airshows. The Flyzone
ready-to-fly package comes with everything you need to
launch your own bomber mission and can be ready for
action in less than an hour.

30 ModelAirplaneNews.com
SPECIFICATIONS
MODEL: B-25 Mitchell
MANUFACTURER: Flyzone (flyzoneplanes.com)
DISTRIBUTOR: Great Planes (greatplanes.com)
TYPE: Micro scale WW II
WINGSPAN: 21.7 in.
LENGTH: 17.2 in.
WING AREA: 63.6 sq. in.
WEIGHT: 2.8 oz.
WING LOADING: 6.3 oz./sq. ft.
POWER INCL’D: Twin brushed motors
RADIO INCL’D: 4-channel
PRICE: $119.99
GEAR USED
RADIO: Tactic TTX403 (included)
MOTOR: Two brushed (installed)
BATTERY: 1S 250mAh 20C (included)
HIGHLIGHTS
 Excellent scale detail
 Stable flight characteristics
 Everything is included
 FLIGHT TEST FLYZONE B-25 MITCHELL

The complete
package in-
cludes the B-25,
transmitter and
AA batteries,
and the LiPo
flight pack. A
charger is built
into the trans-
mitter case.

UNIQUE FEATURES
Made out of lightweight durable foam, the
fuselage is first out of the box, and it has nice
scale detail as does all the other parts. The
horizontal stabilizer and rudders are already
installed as well as the combo receiver/speed
control “brick” and servos; the linkages are all
installed, as well. The wing comes as a separate
unit, with both brushed motors installed along
with the 3-blade props. The aileron servos
are neatly buried in the engine nacelles. The
wing is made out of flat foamboard contoured
into an airfoil shape, with the molded nacelles
and fuselage center section glued in place.
Assembly is straightforward. There is a keyed
connector on the aileron lead that plugs into
the receiver and a color-coded motor wire lead Above: Here, you see the aileron link-
age; the servo is located within the
that plugs into matching connectors from the engine nacelle for a clean installation.
speed control. Be sure to align the connector Left: Under the tail surfaces, you see
wire colors red to red or the motors will run the control linkages. Functional rudders
backward. After tucking in the excess wiring are tied into the steerable nosewheel.
into the fuselage, the wing is secured to the
fuselage with two screws. If you are flying With the wing
The flight battery
from a hard surface, the included wheels are resides in the area removed, you
press-fit into the plastic sockets located under usually reserved see the ser-
for the Norton vos and the
the engine nacelles and under the nose. The connectors
bomb sight.
nosewheel is linked to the rudder servo, so for the wing
ground steering is available. leads.
Modeled after the B-25 “Heavenly Body,”
the model comes painted overall in standard-
issue olive drab with gray underbelly. Flyzone
did a nice job in reproducing the nose art and
other squadron markings throughout the
model. Scale details abound, from molded-in
panel lines to the clear plastic canopies and
gun turrets; everything looks very realistic. One
thing that I was worried about was breaking
off the gun barrels, but Flyzone has solved this
by using carbon-fiber rods, which are more

32 ModelAirplaneNews.com
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 FLIGHT TEST FLYZONE B-25 MITCHELL

I found that it takes 20 to 30 minutes to

fully charge a battery using the transmitter.
If you purchase additional batteries, you
might also want to invest in the optional LiPo
charger as you cannot use the transmitter for
flight while a battery is in the charging dock.
The front navigator “greenhouse” has two
retaining magnets and simply pulls forward
for removal. Inside is the battery connector.
Place the battery on the Velcro pad, replace the
greenhouse canopy, and you are ready to go.

With the installed 3-blade (counter-rotating)
propellers, any torque effect from the motors is
canceled out.
durable and less likely to break off. Finally out
of the box came the Tactic transmitter. On the
back of the transmitter, the battery cover slides
down and you install the five AA batteries,
which are also included. Also on the back of
the transmitter is a charging dock for the flight
PHOTO COURTESY OF WIKI-COMMONS
The nose art and aircraft markings are well done. The
clear canopies and turrets are a nice touch.
battery. Simply slide open the cover, and slide
the battery into the charging jack. A green light
on the front of the transmitter indicates that
the battery is charging, and it will go out when
the battery is fully charged.
IN THE AIR
Flying from a grass field, I opted to remove the
landing gear as I would be hand launching. After
charging the LiPo battery in the transmitter, it
was time to see what this plane could do. Prior
to each flight, you need to arm the motors. Turn
the transmitter on, place the throttle stick on
low, and plug in the flight battery. Move the
throttle stick to high and you will hear one beep.
Move the throttle stick back to low and you will
hear two beeps, which means the motors are
armed. Hand launching was almost effortless.
Facing into the wind, I set the throttle at
3/4 power and gently tossed the model
straight at about shoulder level. I let the model

Heavenly Body “Heavenly

Body” takes off
In April 1992, to commemorate the 50th anniversary of Lt. Col. James “Jimmy” Doolittle’s famous mission, from the deck of
the USS Ranger.
“Heavenly Body” was the first B-25 Mitchell in 50 years to fly off the deck of an aircraft carrier. The carrier was
the USS Ranger, and the event took place in San Diego Bay.
With 1,500 guests in attendance, including several surviving Raiders and VIP military veterans, two B-25
bombers were craned onboard at Naval Air Station (NAS) North Island in San Diego, California, and took off under
their own power 5 miles off Point Loma.
The event was conceived by producer Bradley Grose, who proposed the reenactment idea to Doolittle in
1989, who then referred the concept to Gen. Richard “Knobby” Knobloch of the Doolittle Raiders Association.
In January 1992, the reenactment was approved by the U.S. Department of Defense, and the assignment
was then turned over to the Naval Air Force U.S. Pacific Fleet NAS North Island. Four North American B-25
bombers (“Heavenly Body,” “In the Mood,” “Pacific Princess,” and “Executive Suite”) were chosen for possible
participation, but their crews had to prove that they could take off in less than 500 feet, just like the original
Doolittle Raiders did during training in WW II. Ultimately, the bombers chosen for the reenactment were
“Heavenly Body” and “In the Mood.”
THIS LITTLE GEM
LOOKS AWESOME
MAKING SIMULATED
BOMBING RUNS.
pick up a little airspeed before making any
corrections and then I was off and flying.
GENERAL FLIGHT PERFORMANCE
Stability: This is a micro flier, but with the
dihedral and wing area, it is very stable.
Tracking: Counter-rotating props and twin
rudders make this plane track straight and true
in the air. With the steerable nosewheel, ground
control on a smooth surface is excellent.
Aerobatics: The twin motors have a good
amount of power to fly the basics. Loops are
straightforward and circular. Rolls are smooth
but require a bit of down pitch control while
inverted to maintain altitude.
Glide and stall performance: Power-off stalls
are clean and straightforward, with no tendency
to fall off to either wing, and landings with the
lightly loaded model are predictable. Enter the
pattern at about 1/4 to 1/3 throttle, then on
final, begin to reduce throttle; the model settles
right into a shallow glide. Reduce power a bit
more and the model settles in nicely for a belly
landing. Be sure to cut power completely before
touchdown.
PILOT DEBRIEFING
I thoroughly enjoyed flying this micro-scale
B-25. This little gem looks awesome making
simulated bombing runs or diving down on the
deck for strafing passes. Its scale looks and
stable flight characteristics in a ready-to-fly
package are hard to beat.
BOTTOM LINE
If you are looking for a scale micro flier with
character, this is one to consider. Whether it’s
on a calm evening at the flying field or inside the
local gym, this plane is sure to catch everyone’s
attention. I highly recommend adding this B-25
to anyone’s micro flier collection. 
 Best practices for airport notifications
BY FRANKLIN D. MELLOTT

For anyone that wants to fly an sUAS, it’s important to know that
Public Law 112-95 §336(a)(5) requires that when an sUAS is to be
flown within five miles of an airport, “…the operator of the aircraft
provides the airport operator and the airport air traffic control
tower (when an air traffic facility is located at the airport) with
prior notice of the operation…”

I’m fortunate to have a small park within
a block of my home where I can fly my
RC helicopters, but both my home and
the park are inside that five-mile ring
from a hospital heliport and a class D
(towered) airport. Through a combination
of prior experience and recent practice,
I’ve become proficient at these noti-
fications. After a tower controller
complimented me last weekend, adding,
“I wish everyone did it like you do,” I
thought I’d write something so that
everyone could benefit.
I spent my entire career flying tactical
jets in carrier-based Naval Aviation, a
world where communications brevity
is raised to an art form. At nine miles a
minute, you don’t use two words when
one will do and you don’t talk at all if
not absolutely necessary. Crisp, clear,
unambiguous, and brief communications
are necessary in TACAIR, so I built many
good habits over that 22-year career.
I found that these same good habits
made my airport notifications go
very smoothly.
The law says that you have to notify
airports, but the law does not say how
to do it. If you can get a permanent
written agreement, then great. This info
will help you put together a good first
draft of information they’d likely need.
But nothing says that the airports have
to agree to accept it. Trying to force it on
them only makes your life tougher—they
get 51 percent of the vote. My local
airport said that they wanted calls each
time, so I didn’t argue. I do it the way
they asked.
Do your homework. If you trudge
out to the field and then realize that
these notifications are required, you’re
going to be frustrated. So as the old
adage goes, “Prior planning prevents
poor performance.”
Know what they need to know.
In December 2015, the FAA sent a
memorandum to their organization that,
among other things, detailed the info their
folks are supposed to get when we make
these notifications. They should ask you
for these eight elements of information:
1. Caller’s name
2. Caller’s phone number
3. UAS Registration number, if needed
4. Location of operation
5. Start time/date of operation
6. Duration of operation
7. Description of UAS, if needed
8. Maximum operating altitude
NOVEMBER 2016 39
KEEP IT LEGAL

AVIATION I’m batting 50/50 with them asking for all eight elements.
PHONETIC In one case, the tower rep said, “Oh, you’re the guy who
ALPHABET called yesterday. Is there anything different?” I said, “no,”
and he said, “Thanks. Have fun.”
A Alpha
B Bravo Determine airports to notify. To determine if your
C Charlie flying location is within five miles of an airport, the B4UFly
D Delta application for iPhone and Android is an excellent tool. It
E Echo has a cool planning feature that allows you to check ahead
of time and identify the airports in range. It will also tell
F Foxtrot
you if there are other special airspace restrictions in that
G Golf area. What are these? Well, during a recent trip with my
H Hotel son’s traveling baseball team, I thought about bringing a
I India 300-size heli to fly between games. When I checked the
J Juliet app, I found that the location is inside the Dulles-National-
K Kilo Baltimore class B airspace, where it extends to the
L Lima surface; therefore, I couldn’t fly my heli there.
M Mike
Determine numbers to call. There are several
N November websites that can help with airport contact info, but
O Oscar AirNav (airnav.com) is my first stop. Click on the “Airport”
P Papa tab and type in the three-letter identifier, which you can
Q Quebec get from the B4UFly app. The website will give you way
R Romeo more info than you need. Scroll down to the “Airport
S Sierra Ownership and Management” section and you’ll find
phone numbers. Before you go to the field, give them a
T Tango
call. Explain the law’s requirements, tell them that you are
U Uniform just doing what is required by law, and ask them directly,
V Victor “What number do you want me to call?” You should
W Whiskey mention that these calls might be on weekends or after
X X-ray hours, which will help them give you the right number. In
Y Yankee my case, they gave me the number for the tower cab. But
Z Zulu it did come with a bit of good news: They told me that by
notifying them, it also took care of notifying the hospital
heliport. Your experience might be different, but I got the
impression that they were genuinely appreciative of what
I was trying to do.
Put your info in the language of aviation.
Airport personnel and controllers speak in the specialized
language of aviation. You can be a big help to them by
conveying your information in familiar terminology.
Locations should be in magnetic bearings and distance
from the airport(s). If required, anything that needs to be
spelled, like your name, should be in the aviation phonetic
alphabet—not the one used by police or others. After
years of flying, I can rattle off my last name phonetically
just about as quick as I can spell it normally: “Mike, Echo,
Lima, Lima, Oscar, Tango, Tango.” Figure out the phonetic
way to say your name, and write it down in advance. Same
for your registration number. Practice them. You’ll soon
develop a cadence that will be very natural. All of this will
make you sound more professional, and it will let them
know that you’re trying to be part of the solution.
Caller’s name and phone number. My local
tower cab asks for this about half the time. Just this past
weekend, they didn’t ask on Saturday but did on Sunday
(even after recognizing me as the “guy who called
yesterday”). I’ve never been asked for first name—just
last name and mobile phone number. And it’s important
to answer should they call, as there could be a safety-
of-flight issue. It has never, ever, happened to me, but
give some thought as to how you’d answer promptly if
called. This is also an area where you can also earn some
confidence that you know what you’re doing. Again,
be ready to spell your last name in the proper aviation
phonetic alphabet. Not only does it put it in the “language”
of aviation, which is how they’re primed to consume
information, but also it establishes credibility.
UAS registration number, if needed. Most of my
stuff is above the limit, which means that it’s marked per
the law. I have the number and am prepared to give it to
them (phonetically if necessary). To date, however, I’ve
never been asked.

The B4UFly application

for Apple and Android is
one way to identify the
airports and any special
restrictions affecting
where you want to fly.
The planning function
is a great way to get
the information, and it
doesn’t require you to
actually be at the flying
site to work. In the case
of airspace restrictions,
sometimes airport
notifications aren’t
enough; you just can’t
legally fly.
KEEP IT LEGAL

Location of operation. While you’re on the AirNav

site, find the field, then grab its latitude and longitude. AIRPORT NOTIFICATION CHECKLIST
When flying full-scale, we give them location relative
to some defined airfield, navigation aid, or landmark Name:
(depending on the type flying). So why not do the same
here? Think of it from their perspective. Giving them a
Phone #:
street address is not worth a lot, as all that does is make
them go through the effort to figure it out based on
bearing and distance. Make it easy for them—take the lat/
UAS Registration #:
long of the airport and the lat/long of your flying field and
determine your magnetic bearing and distance (in nautical
Location (deg./nm):
miles) from the airport. Granted, at less than five miles,
there’s little difference between statute miles and nautical Location (landmark):
miles, but why not do it right and show them that you’re
professional enough to put in the correct aviation units? Start Time/Date:
I use a handheld GPS, but websites like SunEarthTools
(www.sunearthtools.com/tools/distance.php) work too. Duration:
Because controllers also use landmarks, especially for
pilots flying VFR, pull up a satellite picture of your field and Description of UAS:
get a rough estimate of your location based on a nearby
landmark that’s easily visible from the air. When I’m telling Max Altitude:
a controller where I’m flying, I locate it both ways, saying
I’m “162 degrees and 4.2 nautical miles from the airport,
and it’s also 500 feet northeast of John Smith Middle
School.” Now, if there’s a light civilian coming my way, the CALL RECORD INFO
controller can easily let pilots know about low-altitude
sUAS traffic just east of the school.
Airport:
Start time/date of operation and duration of Who you talked to:
operation. Again, I try to be honest and reasonable. I
don’t tell them it’s going to be all day if that’s not true.
Using these reports as a “wedge” to make their life
Date of call:
difficult only makes it difficult on us.
Time of call:
Description of UAS, if needed. I think about trying
to describe the sUAS in terms that help a full-scale pilot Number called:
spot it: fixed wing, single-rotor helicopter, or multirotor,
for example. But be ready to give a predominant primary
and secondary color if asked. If an MR, what color is the
body? The props? This isn’t about putting yourself on of the vast majority of us who fly responsibly. Being
report, it’s about helping full-scale pilots be a partner in professional and putting it in the language and terms
the whole “see and avoid” equation. When the tower they’re accustomed to hearing makes you look better,
can provide a description, it also increases the likelihood enhances the image of all RC fliers, and helps preserve
that the full-scale pilot will know that the sUAS operator our right to fly. 
did the right thing, called the tower, and that the tower is
aware. I think it reduces the likelihood of false near-miss
reports as well.
AUTHOR BIO
Maximum operating altitude. I try to be honest, Commander Franklin D. Mellott spent more than
realistic, and reasonable about altitudes. I don’t think 22 years on active duty flying carrier-based
it helps anyone to call and assert some right to fly at
tactical jets. He holds a bachelor’s degree in
altitudes you have no hope of reaching. I fly RC helis
physics and master’s degrees in engineering
mostly these days, and thus I rarely go above 200 feet, so
and national security studies. He is a graduate
I tell them that. Could I say 400? Could I say 1,000? Sure,
of the U.S. Naval Test Pilot School, Naval School
but what purpose does it serve? It only makes it more
of Aviation Safety, and Tench Francis School
difficult for me to get what I want: no objection from them
and a quick and easy phone call. of Business. He has taught policy making and
implementation in an accredited master’s
In conclusion, I must stress again that this isn’t a social program. His final tour was as the deputy commander of a U.S. Navy $3.2 billion
call. It’s a safety-of-flight communication not unlike master jet base—home to 16 operational F/A-18 squadrons and more than
any number of required radio calls when flying full-scale 320 aircraft. After retiring in 2009, he became a consultant, where he works with
aircraft. It’s about accuracy, brevity, and efficiency for the clients in heavy industry to improve safety, leadership, and operations using best
controllers. But it’s also an opportunity to put a positive practices from carrier naval aviation. A self-taught RC flier, he enjoys flying RC
face on our hobby and a create a positive impression helicopters, fixed wing, and MRs.
 Flight Test

HITEC
QuadRacer 280
A quick, customizable racer that’s ready
to go out of the box TEXT & PHOTOS BY JOHN REID
Hitec has come into the FPV racing ring with a new offering called the QuadRacer
280. This little drone is designed for the new pilot who wants to get into FPV racing
but doesn’t want to spend a lot of time on construction. Out of the box, this is a
stable flying bird that is easy for any pilot to control.

UNIQUE FEATURES
The QuadRacer 280 comes with everything you need to get in the air quickly. The first thing
to do right out of the gate is to start charging the flight battery, along with the 4.3-inch LCD
video monitor. You’ll attach the monitor to the included transmitter so that you can easily
view your flight. What is unique about this quad is that it comes with a clear canopy, which
lets you customize your racer so that it can reflect your own personal style. It’s also quite
durable (trust us on this—we tested it!). If you decide to dress up your canopy, paint it on the
inside. This gives it a nice finish that will last. Of course, I couldn’t wait that long to fly this bad
boy, so I decided to paint mine later.
Assembly is quick and easy. First, attach the props, which Hitec made very easy by
marking the motors and props with arrows that show the rotation of the motor and the
correct rotation of the props. Then, attach the antenna for the video transmitter, and when
the charge is complete, slide the battery into the battery compartment. Finally, connect the
LCD video monitor to the included transmitter, and install the included AA batteries into the
transmitter. You are now ready for the flying field.
 SPECIFICATIONS
MODEL: QuadRacer 280
MANUFACTURER: Hitec RCD (hitecrcd.com)
TYPE: FPV racer
SIZE: 280mm
WEIGHT: 14.29 oz.
MOTORS: 2204–2300Kv (included)
BATTERY: 3S 2000mAh (included)
SPEED CONTROLS: 12A (included)
FLIGHT CONTROLLER: Three-axis gyro, three-axis
accelerometer (included)
RADIO: 6-channel 2.4GHz (included)
PRICE: $399.99

HIGHLIGHTS
 Everything is included
 Flight monitor attached to transmitter
 Easy to fly and stable
 Customizable canopy that’s easy to paint

The transmitter

FPV Equipment and monitor

combine in one
When flying FPV, pilots have two basic options for their view through the camera: compact unit that
goggles or a monitor. Some pilots choose to use goggles because they block is easy to handle.
all external light sources, so it’s easy to see the screen and fly the drone. But
when using an external monitor, the brightness of the screen competes with the
ambient light all around it. Sometimes that makes it hard to see the screen, and
this, in turn, makes it hard to fly the quad. But here are some easy fixes!

› When you’re flying outside,
make sure that your screen
is in the shade and it will
appear bright.
› If your monitor has a sun-
screen, be sure to use it to
block out additional light.
› Get close to the screen and your
body will block out some of the
surrounding light.
› If all else fails, wrap a small blanket or
towel over the top of the monitor and
your head so that you form a dark cave;
this will make it easy to see the monitor.
 FLIGHT TEST HITEC QUADRACER 280
In the Air
Within minutes after getting to the park, we were in the air with
the QuadRacer 280. One of the cool safety devices on this bird is
a side button on the body that must be pushed before startup can
happen. The transmitter is light and easy to handle. It’s easy to
see the LCD screen, but I found that I needed to be in the shade
to view the screen while flying. In the upper right is one of the
Changing channels is easy on the video transmitter: Just flip the DIP switches until
you have the correct combination.
The battery and plug are securely mounted inside the canopy and on the quad. I
found this setup to be really easy to plug and unplug.
46 ModelAirplaneNews.com
two mode switches. This one controls the amount of stabilization
applied by the flight controller. I found that flying on low rates
best fit my flying style, but stabilization in both high and low was
outstanding. High mode is perfect for the new pilot, and it does a
good job of leveling out the quad when the sticks are released. On
low rate, the stabilization was still obvious, but it allowed me to fly
fairly aggressively. Overall, this is an easy and stable quad to fly in
either flight mode.
On the other side of the transmitter, the other mode switch
controls the quad’s responsiveness. In mild mode, the quad flew
smoothly with just enough control to make some quick turns. I
definitely recommend this mode for new pilots. Experienced pilots
should pull the switch back to fast so that you can make the quick
turns required for any type of FPV racing. This is the mode that
you’ll want to use when you want to get the best performance
from this bird.
Both the motors and the props are clearly marked with the direction of rotation,
which makes it easy to attach the props to the correct motors.
BOTTOM LINE
This is a fun quad for any pilot who wants to fly, but it is especially suited
to the newbie pilot who’s looking to get into racing. The low price point
includes everything the pilot needs to start racing, with the added benefit
of a stable bird that doesn’t require you to program the flight controller. 
RADIO PROGRAMMING
PRIMER
How to set up your transmitter to
maximize your flying enjoyment
TEXT & PHOTOS BY JOHN REID

here are some basic radio programming features

that all pilots should know to improve their airplane’s
performance, and they can be used on any airplane to
make flying more enjoyable. When these features are
used and programmed correctly, you will experience a faster
rate of learning and better results. These programming
features are used by the pros for their competition aircraft,
but they will also aid pilots of every level and make just
about any airplane easier to fly. The key three features that
we are going to discuss are dual rates, exponential, and
program mixing.

48 ModelAirplaneNews.com
 Dual Rates
One of the key programming components that allows a
pilot to perform 3D aerobatics is dual rates. To perform
any type of 3D maneuver, the plane needs to have very
large control-surface movement, but this will not allow
the pilot to fly the plane smoothly during normal flight.
The dual-rate switch is a way to move between high and
low throws so that the pilot can use extreme movement
when needed for 3D and then reduce them when flying
The Dual Rate with precision. But dual rates can also be used on other
screen will allow type of aircraft; for example, on a scale bird, you might
you to program
need a little more control when slowing the plane down
in different
throw rates for landing—using a higher rate for that could help.
(attached to On most radios, the elevator dual-rate switch is usually
one switch) for in the upper left front of the transmitter, while the aileron
a high and low
dual-rate switch is in the upper right front. The rudder
rate. This rate
will generally be switch, if there is one, will be located on the upper top
displayed as a right of the transmitter. Higher-end transmitters will have
percentage. triple rates (low, medium, and high) to give the pilot even
more selection. Just because all three control surfaces
start out on different switches does not mean they have
to stay there—pilots, if they choose to do so, can assign
them all to one switch. With this setup, flipping one switch
will change all control surfaces from low to high. I like to
keep them on different switches until I dial in the right
amount of throw on each one, and when I am happy with
that movement, I transfer them all to one dual-rate switch.
The purpose of these switches is to establish a limited
servo travel position when the switch is moved to either
of its two positions (three on some radios). When a switch
is in the away position, for instance, it will allow 70% servo
travel (if that is what you have programmed in for that
position). If the switch is clicked toward you, the dual-rate
setting might provide 100% travel of that same servo or
control surface.
Here’s a specific example. Let’s say that you are flying
With the switch in high a tail-dragger, and on takeoff, you only want to input
rates, you will have the full
small amounts of rudder. With the rudder rate on low,
travel available for that
control surface. you have 70% of the available rudder throw, which makes
takeoffs smoother. Once in the air and you want to start
performing aerobatics, you now need to have 100% of
the rudder throw, so just flip the switch to the high rates.
Of course, you, the pilot, will have to fine-tune the control
throw after many flight experimentations, by using
different percentages until you find the one that best fits
you flying style. Other factors that control the amount of
surface deflection are the servo arm and control-surface
horn lengths. The programming of the dual rates will be
one of the final steps, however, in tuning your aircraft to
fly to your liking.
All pilots should use dual rates. This feature is an
important component, provided by radio manufacturers
to help make us smoother, more accomplished fliers. The
best part is that the rates are easy to program, and even
the beginner-level transmitters incorporate dual rates.

While in low rates, the same travel

distance on the stick will yield
a lower amount of travel on the
control surface.

NOVEMBER 2016 49
RADIO PROGRAMMING PRIMER

Exponential
While dual rates do allow different rates so
that the pilot can perform 3D maneuvers,
exponential is the second equation to
controlling the “big throws” on an aircraft.
Simply stated, exponential allows less
movement at center stick while increasing the
movement as the sticks move toward the end
of their travel to accomplish the maximum
throw rate. This gives the pilot a softer feel
around center stick and allows the plane to fly
precisely with the higher rates. But the pilot
can still enjoy the full throws of the control
surface when needed. Exponential works in
unison with rate settings and is another part
of the programming so that your radio controls
perform exactly the way you want them.
There is no way around it: Exponential is a
setting you have to feel out. You have to fly Exponential will generally have a graph
the plane and try different settings to find like this on a displayed screen so that
you can see a visual reference of what is
one that works for your type of flying and programmed in.
aircraft. Exponential is programmed in by using
a percentage value, and depending on your

No exponential creates linear movement

from the stick to the control surface. So
when the transmitter stick is halfway, the
control has also moved halfway.

With no exponential, linear movement

will result in full control movement at the
end of the transmitter stick movement.

brand of transmitter, this could be a positive or
negative percentage to get the softer feel at
center stick. If you go the wrong direction, you
will make the center stick more sensitive, so be
sure to check you radio manual for the correct
direction to go when inputting the percentage.
The best way to input exponential is slowly;
always start out with a small percent like
10–15%. Once you have trimmed out the
airplane, try the starting percentage, then fly
the plane and see how that feels. Land and put
in another 5–10%, and fly the plane again. If
the plane feels good to you, keep repeating the
process while adding a little more expo each
time. When the flight performance starts to
feel sluggish or slow, land the plane and
program in the last percentage that felt right
to you. The final number will be different for
each pilot and could range from 5% all the way
up to 85–90% or more.
STANDARD SWITCH POSITIONS
Let’s talk about the standard switch positions
on the radio. It is a good idea to have a
standard position for all your transmitter
switches. For example, set your rates (for
elevator, rudder, and aileron) so that all the
switches are positioned away from you when
they are in low rate and toward you on high
rate. Having different positions for different
rate switches can quickly lead to confusion
when you’re performing complex maneuvers.
By having all the rate switches set in the
same standard direction, it is easy to avoid
confusion, especially when you are making a
quick move and need to be sure of your rate
setting. In addition, it is easy to set the rates
without even looking at the transmitter.
With exponential on, the control-surface
movement will be less when the transmitter
stick is halfway—how much less depends on
the amount programmed in.
With exponential on, you will still have full
movement when the stick reaches the end
of travel on the control surface. There will
just be a bigger amount of surface travel on
the second half of the stick movement.
RADIO PROGRAMMING PRIMER

Program Mixing
Program mixing allows one channel (the master The first channel (Rudder)
channel) to work with another channel (the on the mix screen is
slave channel) or allows the channel to be the master channel; the
second channel is the slave
activated by a certain movement of a different channel (Elevator). This
channel. Almost all radios sold today will have screen allows you to set a
a number of preset mixes that allow pilots an percentage of movement
easier way to program certain functions. In from the rudder control to
affect the elevator.
addition, many radios will have a number of
program mixes that pilots could use to set up
just about any combination of channels to work
with each other.
Two mixes that are included in many radios
are the rudder-to-elevator and rudder-
to-aileron mixes, both of which are used to
fine-tune the model’s knife-edge performance.
This mix offsets the yaw effect from using the
rudder to guide the plane through the sky,
mostly in knife-edge flight, but it does help
keep the plane from drifting during level flight.
What happens is that, when the pilot applies
rudder to keep the plane level in a knife-edge,
the plane will want to roll in one direction, and
it will also want to move toward the canopy or
gears (left and right). To prevent this, we use a
rudder-to-aileron or rudder-to-elevator mix. and elevator will counteract the unwanted that by applying some down-elevator when
The master channel, which, in this case, will movement from the plane during knife-edge coming in for a landing. This is an unnatural
be the rudder channel, will be mixed to a slave flight. The pilot just needs to move the rudder thing for most pilots to do. By mixing the flaps
channel, which, in this example, is the aileron or to get a clean, straight, knife-edge flight down (master channel) to the elevator (slave channel),
elevator channel. the runway. Because of the mixing, he does pilots are able to program in a percentage of
When the master channel (rudder) stick not have to worry about any aileron or elevator down-elevator to be activated when the flaps
is moved, it will automatically cause the corrections during knife-edge flight. are lowered. The landing descent will remain the
slave channel (aileron and/or elevator) to Another example of a good use of mixing is same—without ballooning—as it was before
move a certain percentage in the direction the flap-to-elevator mixing. On certain planes, the flaps were lowered. This allows pilots to
that is needed to keep the aircraft straight. when the flaps are activated, the plane will want concentrate solely on the landing touchdown.
When programmed correctly, the ailerons to balloon up. Pilots would have to counteract

FINAL THOUGHTS
All modern transmitters will
With the rudder-to-elevator come with at least these
mix, the elevator will move three programming features,
a proportional amount and of course, most come
when the rudder stick is with many more. You paid for
moved, depending on the
percentage programmed in.
those features, so take the
time to learn and use them.
They will make your aircraft
fly better and allow you, the
pilot, to advance your flying
skills faster and with more
confidence. 

52 ModelAirplaneNews.com
 Flight Test

GREAT PLANES
Quik-V6
Q500
Fly an AMA Nationals winner!
BY RICK BELL PHOTOS BY PETER HALL

Quickie 500 (Q500) pylon racing has been around for many years and is quite
popular as this class of racing is inexpensive to get into and a lot of fun. The first Quik-V
was designed by Jim Allen in 1987 and was the first shoulder-wing, V-tail configuration
for Q500 racing. Since then, the Quik-V has gone through many changes after testing
and competition. While there have been other versions of the Quik-V, the current V6
version incorporates all the lessons learned in more than 30 years.

54 ModelAirplaneNews.com
Undertaking a simple design like a Quickie 500
might seem like a simple task, but rest assured,
it’s not. There are many things to consider, and
the model must be light yet strong to withstand
the stresses of racing. This model has all those
attributes. Before going any further, understand
that this airplane isn’t for the faint of heart;
it’s a full-blown racing machine that’s very
competitive in AMA 424 Sport Quickie and AMA
426 Super Sport Quickie racing. With that in
mind, advanced flying skills are required, and it
should be flown only at an approved AMA flying
site. But when toned down with a sport-type
engine, the Quik-V6 makes a fun, go-fast model
for pilots that have the need for speed! Great
Planes, which realized that the sport needed
an inexpensive all-wood-and-foam model
that could compete with a costly all-composite
model, brings us the Quik-V6 Q500. This
remarkable Q500 pylon racer has many features
that will help you get it into the air quickly and
Having a friend hold the wing
while connecting the aileron servo
to the receiver is always a good
idea. The Byron Aero Gen2 fuel
really brought the O.S. .55AX
engine to life.
have a fast racer right from the box. Things that
make for a quick build include a balsa-sheeted
foam-core one-piece wing that’s reinforced
with carbon fiber and fiberglass, drag-reducing
internal linkages for the ailerons and V-tail,
racing wheels, and an aluminum back-plate
mount. Let’s take a closer look.
UNIQUE FEATURES
The Quik-V6 takes advantage of modern tools
such as CAD (computer-aided design), laser
cutting, and computer airfoil-analysis programs,
and it was evident that this was a high-quality
model when I examined all the parts. The wing
is light and arrow-straight and nicely covered
in white MonoKote. You can tell the center
section of the balsa-sheeted foam-core wing is
fiberglass reinforced, and you can barely see the
fiberglass reinforcement of the center section
of the wing. It was evident that a lot of care
went into the underlying surface finish before
SPECIFICATIONS
MODEL: Quik-V6
MANUFACTURER: Great Planes (greatplanes.com)
DISTRIBUTOR: Hobbico (hobbico.com)
TYPE: Quickie 500 pylon racer
LENGTH: 40.5 in.
WINGSPAN: 52 in.
WING AREA: 503 sq. in.
WEIGHT: 3 lb. 9 oz.
WING LOADING: 16.32 oz./sq. ft.
ENGINE REQ’D: .40 to .55 2-stroke glow
RADIO REQ’D: 4-channel with V-tail mixing
PRICE: $199.99
GEAR USED
RADIO: Futaba 14SG transmitter w/ R617FS 7-channel
receiver (futabarc.com), three Tactic TSX25 Mini Digital
High-Speed servos (tacticrc.com), Tower Hobbies
Systems 2000 TS-35 High Power Mini BB servo on
throttle (towerhobbies.com)
ENGINE: O.S. .55AX ABL 2-stroke (osengines.com)
FUEL: Byron Aero Gen2 15% Fuel
PROPELLER: APC 11x6 (apcprop.com)
HIGHLIGHTS
 Excellent overall quality
 Quick assembly
 Instructions include top racing setup guide
 Competitive right out of the box

the covering was applied. The ailerons are

controlled by a single servo and some torque
rods. This is a simple tried-and-true setup that
eliminates exposed control horns and pushrods.
Further examination revealed that the trailing
edges of the wing and the V-tail were razor-
thin and straight. The V-tail is already glued
together at the proper angle, removing any
guesswork, and all control surfaces are slotted
for the provided hinges. I actually prefer to do
my own hinging as this allows me to make any
alignment adjustments if needed. The fuselage
is 90 percent completed, the rear of it is left
open so that the concealed V-tail linkages
can be installed. When completed, very thin
plywood is used to finish off the fuselage. The
kit also includes a fuel tank, aluminum landing
gear, thin-profile racing wheels, pushrods,
hinges, and white MonoKote to seal the hinge
gaps and to cover the rear of the fuselage.
The model’s all-white finish allows for custom
racer-themed trim schemes. I also like that
Great Planes used flush-fitting screws to
secure the wing and the landing gear.
After studying the manual, I decided to
complete the wing first as I wanted to apply
the trim scheme. I really liked the box-art
design and colors, so I asked my friend Peter
Church to cut the purple checkerboard pattern
for me on his vinyl cutter. After applying the
checkerboard, I completed the trim by adding
orange and yellow MonoKote stripes. But
A place for everything and everything in its place really applies here. Mini servos are used throughout, and I fol-
lowed the recommended placement for the Hobbico LiFe 1300mAh battery and Futaba R617FS receiver. before applying the graphics, the ailerons need
to be hinged and the hinge gaps sealed. The

NOVEMBER 2016 55
 FLIGHT TEST GREAT PLANES QUIK-V6 Q500
A real plus for the racer is the sturdy and rules-legal,
thin-profile racing wheels. Provided in the kit, they
provide excellent ground handling and add very little
weight to the model.
aileron servo pocket is already cut into the
wing, but more than likely, you’ll need to slightly
enlarge it for the servo you’re going to use. As
recommended by the manual, I reinforced the
landing-gear plate and the back of the firewall
with a mixture of epoxy and Dave Brown
carbon-fiber tape. The elevator and rudder
servos are mounted onto a two-piece servo
56 ModelAirplaneNews.com
tray that’s installed in the fuselage behind the
wing; to gain entry, there’s an access hatch on
the top of the fuselage.
The V-tail ruddervators use torque rods and
ball links for secure, slop-free control. Make
sure that you check that the links aren’t too
tight on the balls. After gluing the V-tail in
place on the fuselage, you make the pushrods
the correct length and make any necessary
adjustments to make the ruddervators level.
You need to get this correct because, once you
seal the rear of the fuselage, there isn’t any
access to the ball links. The manual is clear on
how to accomplish this.
When I installed the wheels, I found that after
tightening the fasteners, the wheels wouldn’t
rotate. I remedied the issue by installing a
washer between the wheels and the landing-
gear leg. Once the plane is completed and all the
radio gear is installed but before the rear of the
fuselage is covered by the provided plywood,
you need to do a prebalance center of gravity
(CG) check. I used my Great Planes CG Machine
and had to add a scant half ounce in the tail to
get the plane to balance at the recommended
3 inches. After the prebalance is completed,
you can finish the rear of the fuselage and do a
final CG check and set up the control throws. If
you’ve never set up a V-tail before, make sure
to follow the illustration in the manual to ensure
that the ruddervators move in the correct
direction for rudder control.
IN THE AIR
With its narrow wheel track and tailskid, the
Quik-V6 has hardly any ground steering
capabilities; however, none are really needed
as the model is airborne within just a few feet.
Being that the O.S. .55 engine was new, I ran a
few tanks of the Byron fuel through it on the
bench to start the break-in process and to set a
reliable idle. Right from the start, the engine was
producing a steady 12,000rpm; this was going to
be a fun plane to fly! As predicted, the Quik-V6
was airborne quickly into a slight headwind. I
only needed a few clicks of right aileron trim for
straight and level flight. Q500 planes are usually
landed deadstick due to their minimal ground
clearance, so I set up a throttle cut switch on my
transmitter. The Quik-V6 is a slippery airframe, so
you need to plan your final approach accordingly
as the model has an excellent glide slope.
 FLIGHT TEST GREAT PLANES QUIK-V6 Q500

Engine Installation
A nicely finished backplate engine mount
is included and most popular .46 to .55
2-stroke engines will easily fit on it. You only
need to remove the bolts from the engine’s
backplate, line up the provided mount with
the backplate holes, and install the longer
bolts provided in the kit. This is then bolted
to the nose of the fuselage. This was very
simple and foolproof as all alignment is
automatic. You can then plumb and install
the fuel tank and mount the landing gear. Be
sure to shorten the landing-gear nylon bolts;
if you don’t, they’ll cut holes in the bottom of
the tank over time.

GENERAL FLIGHT PERFORMANCE

Stability: The Quik-V6 is a remarkably stable
racing platform. The only trim needed was a
few clicks of right aileron trim, and I had the
CG set at the recommended 3 inches from the
leading edge of the wing. I didn’t notice any
trim changes during flight when changing high
throttle to half-throttle settings; this is a good
indication that the CG is right on the money.
Tracking: The Quik-V6 tracks like a pylon
racer should: straight and true. I also found the
recommended control throws to be a good
starting point.
Aerobatics: The Quik-V6 isn’t meant to be
an all-out aerobatic model, but it is more
than capable of most maneuvers. While the
recommended aileron throws are for racing,
increasing the throws slightly will produce crisp
rolling maneuvers. Considering the small size
of the elevators, they are very effective making
the model a fun sport plane.
Glide and stall performance: As expected, the
glide performance is very good, but a gentle
glide slope needs to be maintained to keep
the model from stalling. When a stall does
occur, the nose gently drops with no snapping
tendencies.
PILOT DEBRIEFING
The Quik-V6 is a thoroughbred racer and a
well-designed model. It has a wide speed
envelope and is a true point-and-shoot plane.
I found the flight characteristics to be solid and
comfortable, and within a couple of flights,
I was racing around a simulated pylon
racecourse with hard aileron banks and even
harder elevator pulls. Not once did the Quik-V6
show any signs of falling out of the quick
direction changes!
BOTTOM LINE
With its high-quality features and fast assembly,
the Great Planes Quik-V6 is a great way to join
in on Q500 racing at minimal cost. This model
is a stable flying platform that doesn’t have
any bad habits or feel as if it’s on the edge of
being unstable. The airframe is solid and builds
accurately, and I especially liked all of the extra
info and extensive trimming notes in the manual
to have a competitive racer. I think that Great
Planes has done an outstanding job, bringing us
a Q500 pylon racer for the masses! 

The V-tail is easy to assemble and align. The pushrods and torque rods that The ailerons use the tried-and-true torque rod setup to eliminate the drag-
activate the ruddervators are concealed within the fuselage to eliminate drag. inducing exposed control horns and pushrods. Make sure to seal the hinge gaps
The center of the V-tail is covered by thin plywood, which you have to cover on all control surfaces with clear packing tape.
with MonoKote.
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 TEXT & PHOTOS BY JOHN KAUK
The author’s Top Flite GS Corsair on its first flight.
Powered by an AXi 5345/18 on a 12S 5000mAh
Pulse battery and a 24x10 Fiala prop, it’s a great flier.
A Best Pilots Pappy Boyington figure in the cockpit
and Callie Graphics markings make for a realistic
image. (Photo by Vernon Nelson)
Battery Talk: What the Numbers Mean
E
very now and then I get a question
from someone at an RC field,
and it’s nearly always the same
question: “How many milliamps is
that battery?” The first time I heard
that, I didn’t know how to respond because the
question didn’t make sense to me. So my “What
do you mean?” response resulted in another
question about how big the battery was or how
much capacity it had. That I could answer.
The lithium polymer (LiPo) batteries that we
use today in our electric RC aircraft are typically
described using several standard electrical terms:
“voltage” or “cell count”; “storage capacity”; and
“current” or “discharge rate limits.” Take a look at
any LiPo label and you’ll see at least these three
items. These terms aren’t unique to the batteries
we use in RC; they’re terms that are used in all
electrical fields, so it’s important to know what
they mean and to use them properly.
VOLTAGE
A battery is composed of cells, which are
connected in series and/or parallel to make
60 ModelAirplaneNews.com
up the battery. The voltage of any battery is
determined by the chemical composition of
the material within the battery’s cells. Nickel
cadmium (Ni-Cd) batteries have a reference, or
nominal, voltage of 1.2 volts per cell. Lead-acid
batteries have a nominal voltage of 2.0 volts
per cell. A typical LiPo cell has a nominal voltage
of 3.7 volts per cell.
A battery’s total voltage is given as a multiple
of the cell voltage, so six lead-acid cells make
up the 12-volt battery we carry in our cars. A
three-cell series-connected (3S) LiPo is labeled
“11.1 volts,” and a 6S battery’s label is “22.2 volts.”
At a state of full charge, a LiPo battery’s voltage
will be near 4.2 volts per cell, and the cutoff, or
minimum allowable, voltage is 3.0 volts per cell.
STORAGE CAPACITY
A battery’s storage capacity (C) is described as
the amount of charge that it can deliver over a
period of time while staying above the cutoff
voltage, and is basically determined by the size
of the battery. In general, bigger LiPo batteries
have more capacity, as do bigger Ni-Cds.
Capacity is measured in amp-hours (Ah) or
milliamp-hours (mAh), and those are defined
by the number of hours that a battery can
provide a given discharge current. This means
that a battery with a capacity of 1Ah is capable
of providing a current of one amp for one hour
before it gets to its cutoff voltage. It can also
provide 500mA of current for two hours, or two
amps for half an hour. Josh Barker of MaxAmps
confirmed for me that the industry standard for
labeled capacity is a one-hour discharge rate.
Storage capacity varies; it isn’t a constant.
Increasing discharge current will decrease a
battery’s capacity as will temperature extremes.
It’s also worth noting that we rarely use a
battery’s full capacity anyway as doing so might
cause damage to it and shorten its lifespan. I
time my flights so that I land when the battery
is near storage voltage: 3.8 volts per cell. That
leaves about 45 percent of the capacity unused,
but it allows a safety margin for failed landing
attempts and it’s easy on the batteries. It’s also
easy on me because I don’t have to charge or
discharge to storage levels once I’m done flying.
USES OF “C”
In all batteries, capacity is used to define
several other rates, such as charge and
discharge rates, and this is where things can
get a little confusing.
Charging a battery incorrectly can damage
it, so manufacturers specify a safe maximum
charge rate in multiples of C. With the LiPos we
use, a 1C charge rate is almost always safe and
easy on the batteries. Some manufacturers
specify higher charge rates. For instance, Pulse
Batteries and MaxAmps specify a 5C charge
rate, so I’d be comfortable using that rate from
time to time. For routine charging, I stick to the
gentler 1C rate because I think that it helps the
batteries last longer.
The term “C-rate” is used to define the
discharge current for a battery. As with charge
rates, this number is specified as a multiple of
C, such as 20C. Sometimes the label will show a
range, like 25–50C, and sometimes it will show This old Astro Flight Whattmeter has served the author well over the years. Knowing current, voltage, and power
continuous and pulse, or 30-second rates. A allows a modeler to confirm that a power system is within its battery’s specs to avoid damage. Watt meters are
continuous C-rate is the maximum discharge available at many RC vendors.
current that the battery can provide for the full
discharge, from full charge down to the cutoff battery. For a 5000mAh 25-45C battery, that I’ve talked with people at various companies
voltage, without damaging the battery. The means a continuous current of 125 amps and a about it, and there isn’t a consistent answer.
30-second C-rate is the discharge current pulse current of 225 amps. In most cases, the limits are defined by the
that the battery can supply for short-term How these maximum discharge currents cell manufacturer to prohibit excessively high
pulses up to 30 seconds without damaging the are determined is a bit of a mystery to me. currents that would damage the battery. Things

This data log from the Castle Creations Edge HV 120 in the author’s Top Flight Corsair shows voltage and current graphs for its first flight. A maximum current of about
58 amps and maximum power less than 3000W mean that the power system is well within its limits on this flight.

NOVEMBER 2016 61
 ultimate electrics

like cell chemistry, cell construction,

intercell connections, internal resistance,
and wire size all have an impact on
the final maximum current rating for a
battery.
I try to set my models up with
moderate current demands, for reasons
I’ve discussed before. An advantage of
doing this is that I don’t have to worry
about fanciful C-rates causing problems
for me. If I keep my maximum current to
75 amps or less, a battery rated at 25C is
sufficient for larger planes. They’re less
expensive and last a long time because I
don’t stress them much.
If you’re interested in more general
BuddyRC AB Clips
One of the most annoying things about charging batteries is getting the JST-XH balance
information about batteries, there are lead plugged into and out of a balance board. The plug bodies are small and fairly thin, and
plenty of reliable sources on the Internet. when they’re stuck in a socket, they can sometimes be hard to grip well enough to pull out
One that I’ve found helpful from time to easily. Resorting to a firm pull on the wires risks pulling them out of the plastic plug and
time is batteryuniversity.com, and MIT’s causing a short circuit in the balance leads. Trust me, I’ve done it and it’s no fun.
Electric Vehicle Team has a nice guide to BuddyRC’s AB Clips solve that problem, and they do it cost effectively. The one-piece
battery definitions as well (web.mit.edu/ molded polypropylene clip snaps tightly around the balance plug and its wires, forming a
evt/summary_battery_specifications. larger piece that’s much easier to grip. That makes it simpler to connect and disconnect
pdf). A more in-depth discussion of the balance leads with no risk of damage. I’ve got them on all of my batteries now, and I
LiPo lore that relies heavily on Internet haven’t pulled a wire out of a plug in a long time.
forum sources is “Learning About LiPo Available to fit 2S through 6S balance plugs, the AB Clips come in packages of five for a
Batteries” by Ken Myers, available at regular price of $1.95. buddyrc.com
theampeer.org.

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 Two 5000mAh battery labels show different CORSAIR UPDATE
C-rates. The Pulse battery shows a single 45C In previous columns,
rate, while the Turnigy shows a range from
25C to 50C. While it’s not stated explicitly, I’d
I have written about
treat the lower as the continuous rating and converting a Top Flite Giant
the higher as a 30-second rating. Note that Scale Corsair to electric
neither label specifies a charge rate. power. I’ve been flying
it this spring, and it flies
exactly as the calculations
predicted it should. It
has plenty of power and
The labels for these batteries cruises along nicely at
both show energy capacity half throttle. The plane is
in watt-hours in addition very stable and capable
to the storage capacity in
amp-hours. The E-flite label
of all the typical warbird
specifies a charging voltage, maneuvers. Six-minute
while the ElectriFly specs the flights take the 12S
charge current. 5000mAh battery down to
storage voltage, and that’s
the way I like it. 

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 GALLERY

Scheibe SF 33 Motor Glider

A 20-year building project takes flight
BY THE MODEL AIRPLANE NEWS CREW PHOTOS BY IAN TURNEY-WHITE

ome models are built in weeks or months; others take

a year or two. But it has taken no less than 20 years to
complete this impressive Scheibe SF 33 motor glider.
When it comes to giant scale, 2/3-scale (66%) is definitely
at the top of the size scale. We caught up with the builder
Ian Turney-White to get the inside scoop on this monstrous-scale
aircraft too big to be referred to as simply a “model.”
Model Airplane News: Ian, wow! This is an
amazing scale project. Tell us how your
story started.
Ian Turney-White: The story began with a
couple of magazines in 1995, which featured
articles on scale motor gliders by English glider
expert Cliff Charlesworth. One of Cliff’s small
drawings was of the Scheibe, and with me living
in a very flat part of England, the idea of a motor
glider really appealed to me. Via a German
friend, Wolfgang Haas of King model engines,
I was able to get some factory three-views and
printed matter, and the seed was sown.
Fill us in about the full-size Scheibe.
The prototype was built in 1977 and is still the
only example ever built. It resides in Canada
and is still flying. It features a fabric-covered,
metal-tube fuselage and has wooden wings and
tail parts. It has a span of 15m (49 feet 2 inches)
and is powered with a modified 850cc, 35hp BMW
motorcycle engine.
Your craftsmanship is first-rate. Tell us about the
plane’s design and construction.
I purchased a copy of Cliff’s plans for the two-
seat SF 28 along with Cliff’s excellent book Scale
Model Gliders. Cliff kindly provided some advice,
and I drew up the plans for a 2/3-scale, 33-foot
wingspan model.
For the wing, I used the same Gottingen 549
undercambered airfoil, same as the full-size,
basing the construction on a full-depth main
spar with top and bottom spruce spars with
plywood sides with extra thicknesses of ply
at the root and outer joins. For transportation,
the wing is made in four pieces. There is also a
smaller rear box spar, and the leading and trailing
edge are sheeted with 1/32-inch plywood. The
two-piece ribs, along with some reinforcement,
are made from 1/4-inch balsa. Laminated ash
blades with ply faces are glued inside the root
area of the wing boxes, and these interlock inside
the fuselage boxes to attach the wings. Similar
smaller joiners are fitted in the outer wing.
You don’t get a real feel for how big this motor glider is until
you see it at the field with its designer/builder.
GALLERY

There’s more than enough

power available for easy
climbouts after takeoff.

How about the fuselage? rear of the wing. To make a completely accurate and
The tail feathers feature complex shrouded control rigid assembly, the two fuselage/wing boxes were
surfaces and setback hinges. The fin and horizontal joined with strip wood and plywood gussets, with
stabilizer are covered with 0.016-inch plywood. To the wings in place, then was added while building
limit tail weight, the fuselage structure was made the fuselage. The front and tops of the fuselage are
with tapered spruce longerons, uprights, diagonals, covered with 1/32-inch plywood.
and cross-braces. Lighter-weight Cypress wood was
used aft of the wing for the uprights, diagonals, and What about the landing gear and the canopy?
cross-braces. The fuselage is odd in that the bend They don’t look like stock items.
in the longerons (top view) occurs much farther A deepened front fuselage accommodates the
forward for the top longeron than the bottom one. single 9 1/2-inch-diameter main wheel and tire
This results in a narrower top width than the bottom, on an inverted U-shaped carbon/Kevlar/glass
fiber epoxy molding
with stainless-steel
inserts at the built-in
attachment points.
Removable outriggers
and wheels on the
wings and a shock-
absorbing steerable
tailwheel complete the
undercarriage.
At 42 inches long, I
had to produce a two-
piece vacuum-formed
canopy. This presented
a major challenge as
I had to laminate and
carve a huge wooden
plug sealed with car
body filler sanded
The all-wood construction of the Scheibe is first-rate and very similar to the design of the full-
size motor glider, which had wooden wings and a fabric-covered, steel-tube fuselage structure. to a very smooth
finish. Ultimately, an

66 ModelAirplaneNews.com
A major challenge was making the huge two-piece canopy. It was
professionally produced from the author’s plug.

Here is the engine installation, showing the large starter gear behind the spinner.

With the rudder removed,

you can see the simple, spring-
loaded, shock-absorbing
tailwheel assembly.

acceptable canopy was produced using PETG clear

plastic sheet. The forward part of the canopy is fitted
to two side rails and two laminated hoops and is
hinged on the starboard side via two hinges. Double
spring-loaded catches on the port side hold it shut
and a stainless-steel cable supports it when open.

What’s the story about the engine and radio gear? Here is a view of the two very strong wing spar blades that mate Here is the neat canister
up with the attachment box within the fuselage. silencer exhaust pipe setup.
I chose a German King 190cc flat twin gas engine
fitted with an onboard electric starter, which has
a miniature Bendix system that engages with the
large starter gear fitted on the rear of the prop
driver. Two Krumscheid canister silencers are also
fitted to the model. The added weight of a larger
engine assisted achieving the proper CG, plus it
swings a scale-size 35-inch propeller. The engine is
attached to a plywood engine box, which extends
from the first reinforced former and has added
light-ply “saddle bags” to accommodate the four
2500mAh LiFe batteries for the radio and a 4.8V
2000mAh Eneloop battery for the Becker electronic
ignition system, all of which helps with nose weight.
My radio is a Futaba 14SG using two R7008
receivers and a variometer, all mounted on
removable trays. The throttle servo and 50-ounce
fuel tank are mounted on another removable tray
located forward of the removable scale instrument
panel, which was made by my good friend Harry
Harland. Servos for the ailerons, airbrakes, rudder,
and steerable tailwheel are a mixture of large Hitec
and Multiplex digital, metal-gear, metal-output
shaft units. The two servos in the tail are the smaller With a 60%-scale aircraft, you have to have something to fill the massive cockpit. Here’s what the
Hitec 7995TGs. pilot figure has to look at.

NOVEMBER 2016 67
GALLERY SCHEIBE SF 33 MOTOR GLIDER

The finish and detailing are outstanding. Tell us

about what was involved.
A pilot figure was essential, but at 4 feet tall, there
was no cheap off-the-shelf solution. So I made the
chap in the cockpit from scratch. His limbs are made
from light-ply profiles with white foam glued and
shaped on either side and pivoted with 3mm Allen
bolts. His head and shoulders are carved from pink
foam. I brought my pilot to the local department
store, where I got away with a $23 price tag for a
complete outfit of child’s clothing, including hat and
sunglasses.
Covering and finishing use lightweight Ceconite
polyester heat-shrink fabric, glued on with matching
cement, followed with three coats of nonshrinking
nitrate dope. This was followed with a sprayed finish
of colored butyrate dope. The tail is attached with Above: Here is a look
aft through the covered
two alloy pegs and two rear 4mm Allen bolts; the fin fuselage structure.
and rudder use a reinforced fin post that slides into
a formed slot secured with another 4mm bolt. The Left: Here, you see
some of the control
inner wing panels are secured with four 6mm bolts,
cables running below the
with two 5mm bolts for the outer panels. All the fuselage/wing attach-
control horns are homemade stainless steel and use ment boxes.
4mm-diameter pushrods.
Below: Here are the
Despite all my best efforts, about 3 1/2 pounds two receivers and the
of nose weight was needed to achieve a CG position variometer sensor used
of 27% average chord, bringing the all-up weight in the Scheibe. The trays
are removable.
to 113 pounds. This produced a wing loading of
32 ounces per square foot.

So the big question is: How does it fly?

The maiden flight was carried out from my local
club site. And with the wind up and down the
runway and after checking everything twice, I
gradually opened the throttle; within a few seconds,
the Scheibe was away and flying. The wings were
slightly flexing in a scale manner, and minimal trim
changes were needed. Applying rudder first then
ailerons produced neat turns. The elevator felt a bit
sensitive, but otherwise, all the controls felt fine. The
engine provided plenty of power, and the climb rate
was impressive—that is, until the engine stopped. No
drama—I simply brought the model around on the
glide. and the landing was fine.
I adjusted the carburetor a bit and added some
expo to the elevator. Then after a few more flights,
my engine runs became very reliable. It goes up
rapidly, and on a couple of occasions, we had visitors
to the model field who were convinced they were
watching a full-size motor glider.
The only downside is, under full power, it tries
to climb too steeply. Up to now, I have simply held
in a bit of down-elevator during the climb, but will
probably use a programmable mix with the throttle
as the master and elevator trim as the slave once I
have figured out how to do it.
I now have about 32 flights with it so far. It’s one
of those models that is addictive, and I look forward
to many more flights with the Scheibe. Despite
the 20-year build time, the project was well worth
finishing.  There is plenty of room inside the radio compartment for the giant-scale servos and linkages.

68 ModelAirplaneNews.com
‹TOP 10›
P-51
MUSTANGS
Favorite all-American fighters
BY THE MODEL AIRPLANE NEWS CREW

AeroWorks 50cc P-51 Mustang

Incredibly prefabricated for a scale warbird ARF, this built-up balsa and ply P-51 has UltraCote covering Quick Specs
and comes with flaps, a flight-ready retract system, and sequenced landing-gear doors. All control Wingspan: 86 in.
surfaces (except the rudder) even come hinged and ready to be connected to their pushrods. A Wing area: 1,359 sq. in.
detailed cockpit and sliding canopy make it stand out on the flightline. Mustangs are known for their Weight: 23 lb. 14 oz.
tracking capability, but this one really sets the bar high: once trimmed, it maintains course until you Wing loading: 40.5 oz./sq. ft.
move the sticks. With its flaps deployed, it’s amazing how slow it can fly before the right wing drops Power req’d: 50cc gas engine
during the stall. This great-flying warbird can be flown by any pilot with low-wing training. The parts fit Radio req’d: 10-channel
perfectly, and the plane can be assembled in about a week. $1,295.95 / aero-works.net
If there is one plane out there that is easily recognized and loved by most Americans, it
would have to be the North American Aviation P-51 Mustang. Whether you like the speed
and performance of these war machines or you have a soft spot for their place in aviation
history, P-51 Mustangs are certainly among our favorite fighters. At Model Airplane News,
we’ve been fortunate to be able to test-fly most of the P-51s that have hit hobby-store
shelves, and the 10 we’ve highlighted here represent the best of the breed, so to speak.
We considered looks, performance, quality of construction, and parts to come up with this
top 10 list. If you’re a fan of this all-American fighter, we guarantee that you’ll find one here
that’s perfect for your hangar.
‹ TOP 10 MUSTANGS
›
E-flite P-51D Mustang 1.2m Quick Specs
Almost everything that you need to fly this fighter is included, from the installed power system and Wingspan: 48 in.
servos to an AS3X receiver, retractable landing gear, wheels, and a pilot figure. Constructed out of Wing area: 420 sq. in.
injection-molded Z-Foam, it has plasticlike landing-gear doors, a clear Lexan canopy, matching red Weight: 3 lb. 7 oz.
plastic spinner, exhaust stacks, and even a radio mast, so it resembles its full-scale counterpart to a T. Wing loading: 18.48 oz./sq. ft.
Despite being a warbird, this P-51D was so easy to assemble and fly that we would recommend it to Power req’d: 15-class electric
experienced beginners. With its small wheels and tail-dragger configuration, this model is more suited motor (installed)
to a fairly smooth field or well-manicured grass runway. It needs almost no correction, thanks to the Radio req’d: 6-channel DSM2- or
AS3X-equipped receiver. With flaps down, you can slow this plane to a crawl without worrying about a DSMX-compatible
violent stall; the nose just drops until airspeed is regained. The included brushless motor provides more
than enough power to satisfy any warbird buff. $269.99 / e-fliterc.com
 Top Flite Giant P-51D Mustang
This ARF features simplified assembly while maintaining an accurate scale outline. The P-51 comes completely
built up in major subassemblies and covered in MonoKote. The kit includes the fuselage, two wing panels, and the
tail surfaces. Good-quality hardware is included, as is a painted-fiberglass engine cowl and a belly air scoop, wing-
to-fuselage fairings, a wing-center leading edge fairing, and main landing-gear doors. The wing is designed to
accommodate Robart retractable landing gear, and it has formed wheel-well liners already installed. Fixed landing-
gear hardware (including the tailwheel assembly) is also included. This 1/5-scale Mustang is a blast to fly; takeoffs
and landings, though not effortless, are manageable because of the model’s relatively forgiving wing loading. The
Mustang has good low-speed performance for a big warbird, and powered by a 40cc gas engine, it can do all
scale and aerobatic maneuvers effortlessly. $569.99 / top-flite.com

Quick Specs
Wingspan: 84.5 in.
Wing area: 1,245 sq. in.
Weight: 19 lb.
Wing loading: 32 oz./sq. ft.
Power req’d: .36 to .46 2-stroke
or 41 to 70cc gas
Radio req’d: 6-channel

Ares P-51D Mustang 350

This sport scale model comes almost ready to fly and is made out of
durable EPO foam, so it can handle those not-so-gentle landings. This
warbird has conventional controls: ailerons for roll, elevator for pitch, and Quick Specs
rudder for yaw, and the receiver is already bound to the transmitter. The wing and ailerons are reinforced Wingspan: 29.5 in.
with wood and carbon-fiber rod, respectively, for more strength. Landing gear are easily installed or Wing area: 117 sq. in.
removed without the need of any tools. The model comes painted and with invasion stripes, and even Weight: 12.9 oz.
has a pilot with instruments in the canopy! The plane comes with a 4-blade propeller and spinner for Wing loading: 15.92 oz./sq. ft.
scale looks and a 2-blade propeller and spinner for additional speed. Many scale aircraft are difficult to fly, Power req’d: 350 brushless
but this one flies very easily and very well, and it can be flown at parks or athletic fields. It is quite stable (installed)
and can do climbing vertical maneuvers and point rolls just like its namesake. $129.99 (RTF), $69.99 Radio req’d: 4-channel (included)
(receiver-ready version) / ares-rc.com
‹ TOP 10 MUSTANGS
›
Phoenix Model Strega P-51 Mk II
The modified P-51 racer known as the “Strega” made its Unlimited Air Racing debut in 1983 and, since Quick Specs
then, has become the winningest aircraft in air-racing history. Right out of the box, this RC version Wingspan: 55.5 in.
looks amazing. The balsa and ply parts come preassembled and factory wrapped with Oracover, and Wing area: 640 sq. in.
the Ferrari red, white, and blue really show off the plane’s clean racing lines. The Strega comes with Weight: 7 lb. 7 oz.
both glow and electric hardware, and all the pieces needed to get this beauty together are in the Wing loading: 26.8 oz./sq. ft.
box, including some nice mechanical retracts with CNC-machined metal strut suspension. All that Power req’d: .46–.55 2-stroke,
is required are the electronics and your preferred power option; we went with a .55 2-stroke for our .52 4-stroke, or 1000–1400W
review and found that it offered plenty of power. This fast flier is a fairly easy build, which will take 480Kv brushless electric
just a few evenings to put together, but because of its speed, it is recommended for intermediate Radio req’d: 6-channel
pilots. In the air, the Strega is stable with a smooth and predictable response that will keep you
happy. It will make a great racer and sport flier. $159.99 / towerhobbies.com
Top Flite P-51D Mustang
Dressed in the scheme of “Hurry Home Honey,” this ARF is a .60-size replica of Major Richard “Bud” Quick Specs
Peterson’s WW II Mustang. Beautifully covered with Top Flite MonoKote, the Mustang includes built-in Wingspan: 64.5 in.
flaps, mechanical retracts, a non-retractable tailwheel, foam wheels, plastic adjustable engine mounts, Wing area: 721 sq. in.
a pilot figure and detailed instrument panel, preformed plastic dummy radio and battery, air scoop, Weight: 9 lb. 8 oz.
machine guns, belly pan, and seat back. It also includes a painted fiberglass cowl, dummy exhaust stacks, Wing loading: 30.4 oz./sq. ft.
decals, a beautifully painted aluminum spinner, mechanical retracts, and a complete hardware package. Power req’d: .60 to
Assembly of this Gold Edition ARF should take less than 20 hours. It flies extremely well, and with flaps .91 2-stroke or .90 to
fully extended, managing the descent rate with throttle allows precise spot landing nearly every time. 1.20 4-stroke
It’s a good glider provided you manage the airspeed. The stable platform, docile flight characteristics, Radio req’d: 6-channel
and manageable landing speeds mean that this is an airplane that will stay in your hangar for a long time.
$329.99 / top-flite.com
‹ TOP 10 MUSTANGS
›

Hobby People P-51 Mustang EP

Looking for a bolt-together Mustang that requires minimal building experience? This receiver-ready plane Quick Specs
is just the ticket, and it has many scale features, such as panel lines, retractable landing gear (both main Wingspan: 49 in.
and tailwheel), and a 4-blade propeller and spinner. Made of crash-resistant EPP foam, it also comes with Wing area: 410 sq. in.
a powerful brushless motor system that offers sport-plane performance and six 9g servos—all installed Weight: 3 lb. 2 oz.
at the factory. A nicely painted, semigloss, flat finish and a magnetic canopy hatch for easy battery access Wing loading: 17.6 oz./sq. ft.
are icing on the cake. In the air, this Mustang tracks straight and true. From straight-and-level flight to Power req’d: 35–48 760Kv
pulling some elevator, it will do a nice round loop with little correction. We found that the installed brushless outrunner (installed)
system provides more than enough power to do all of the maneuvers that a P-51 Mustang is famous Radio req’d: 5-channel
for. When it’s time to land, just remember to stay on the power and fly the plane in, as is typical of most
warbirds. $179.99 / hobbypeople.net

Hangar 9 P-51 Mustang S 8cc BNF Gas Trainer

This warbird isn’t your average fighter or trainer! It’s easy to learn to fly with this versatile aircraft, which can Quick Specs
take novice aviators from first flight to the intermediate level. It comes with a factory-installed, 8cc 2-stroke Wingspan: 54.7 in.
Evolution gasoline engine, which is proven to be user-friendly, easy to start, and reliable. The aircraft is also Wing area: 574 sq. in.
equipped with SAFE technology for flight-stabilization aid and to prevent overcontrolling by new pilots. And no Weight: 6 lb. 6 oz.
matter what unusual attitude the plane is in, hitting the panic button rights the plane immediately. All of the Wing loading: 25.6 oz./sq. ft.
equipment is installed and ready to bind to your compatible transmitter after some minor assembly. The plane Power req’d: Evolution 8cc
is made out of balsa and plywood, and it’s covered with UltraCote in the 334th Fighter Squadron trim scheme. gasoline engine (installed)
We especially like that fact that, once you’ve mastered basic flight, the Mustang has plenty of agility and Radio req’d: 6-channel w/
power for sport aerobatic maneuvers. $399.99 / hangar-9.com Spektrum DSM2/DSMX
708 Battlefield Blvd South #107
‹ TOP 10 MUSTANGS
› I drop the nose slightly below the horizon. The airspeed needle glides
Flying a P-51D Mustang:
effortlessly past the big “3.” I’m at 350mph indicated. I pull smoothly and
A Country Boy’s Daydream

A
watch the left wing as the horizon twists around it in a loop. Yeehaw!
Back into the pattern, I can’t get it to slow down without one tight,
ll right, let’s get right down to it. The question on the table is
high-G 360-degree turn. At 170mph, the gear handle goes down, and
“What’s it like to fly a Mustang?” The short answer is that
there’s a satisfying “clunk, clunk.” Down and locked.
it’s like trying to describe the Rocky Mountains to someone
I turn downwind at 150, slow it to 140 on base, and start the rest of the
who has never seen a mountain. You can describe it all you
flaps out. The engine is barely purring, 125mph. I want 110 over the fence.
want, but until you’ve been there, you just won’t believe it.
The airspeed needle settles on the right number, and I drag the rest of
I’ve been there. I’m one of the lucky few civilians who has sat there, legs
the power off. The engine protests. Lots of barks and bangs. It doesn’t like
spread wide, right hand wrapped around the contoured control stick and
running slow.
the left gripping that Luger-like throttle, while 1450 British horses yanked
I level the airplane a few feet above the runway and play the “where is
me through space like some sort of Harry Potter banshee.
the runway?” game, as I hold it off and rotate it into three-point attitude at
Even though I am only a few notches removed from the average
the same time.
Cessna pilot, my checkout in the Mustang is done the old-fashioned
There’s a slight bump, then another, and I can feel the wheels rolling on
way: I fly a T-6 Texan for a few hours, climb into the single-place Mustang
the asphalt. I can’t see the center of the runway, but the edges are in plain
cockpit, and have an instructor crouch on the wing while he points out all
sight. The airplane doesn’t want to slow down. I concentrate on making
the stuff I should know in the cockpit. Then I get a pat on the shoulder, and
small rudder movements to keep it straight. Then it slows. I touch the
I’m on my way.
brakes with my toes, and the world again becomes a normal world. I push
On my first takeoff, I can’t decide which is most amazing—the sight
forward hard on the stick to unlock the tailwheel and turn slowly off onto
of the runway ripping past, the unbelievable noise, or the simple fact
the taxiway. I crank the canopy open at the same time, and the cool air
that I am actually flying a Mustang. Somewhere between starting the
reminds me for the first time that I’m sweating. But it’s the best kind
throttle forward and the runway turning into a gray streak, my earlier
of sweat.
nervousness disappears, and I focus on keeping the nose straight ahead
A thought suddenly occurs to me—I’ve done it! I’m a Mustang pilot. In
with right rudder.
my own timid way, I’ve tasted a little of my heroes’ world. And it tastes
Off the ground, I lean forward and reach down with the left hand to pull
good.—Budd Davisson
the gear handle in and up. I let the airspeed build to 170mph while the nose
points upward. Noise is everywhere and so tangible that it forms a solid
sheet for the entire experience to lay upon.
In what feels like only seconds, I am at 10,000 feet. I lean on the ailerons.
The horizon willingly tilts. The nose rips across the horizon, and I am
squashed into my seat. Where is that Messerschmitt I glimpsed earlier?

P H OTO BY B U D D DAVISSO N
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‹ TOP 10 MUSTANGS
Plans-Built Precious Metal
›
A model of the only Rolls-Royce Griffon-powered P-51 on the planet, this Mustang is one of the most unique models you
can show up to your flying field with. Mark Rittinger’s design is not a beginner’s build, but anyone having built a wood kit
shouldn’t have much trouble with building it from the Air Age Store plans. The model is designed to use a Himax contra-
rotating propeller-power setup. Its fuselage and the vertical and horizontal stabilizers are wood, while the wing is foam-core
construction sheeted with balsa. To save weight, it does not have landing gear. True to its full-size inspiration,
the model loves speed. It has a nice groove, and once trimmed out, it really moves. It has great vertical
performance and a nice roll rate. Rudder is effective, and you can perform point rolls, slow rolls,
half-Cubans, stall turns, wingovers, and inverted flight. There’s nothing to dislike about
the high-speed flight envelope other than you must keep an eye on it at all
times! $19.95 / airagestore.com

Quick Specs
Wingspan: 45 in.
Wing area: 432.1 sq. in.
Weight: 4 lb. 1.6 oz.
Wing loading: 23.4 oz./sq. ft.
Power req’d: 600W brushless
Radio req’d: 4-channel

Great Planes P-51 Mustang Sport Fighter

This almost-ready-to-fly plane comes partially built, with all the pieces and hardware to put it together in a few evenings. It is of balsa and ply
construction, and factory wrapped in MonoKote covering with a fiberglass cowl. The plane is ready to accept glow or electric power, with mounts for
each included along with a fuel tank and tubing. We went with an O.S. .55AX, which fit flawlessly and was easy to bolt right to the firewall. A paved
runway or hard-dirt surface with a wide-open area is ideal for takeoff. On the ground, the plane taxis well with a lot of control. This plane is a stellar
performer. It is consistent and doesn’t do anything unpredictable. We loved the way that it felt and looked when pitching it into the turns. It is solid and
stable in the sky, but don’t confuse “solid and stable” with “slow and sluggish” because this plane cuts through the air and will carve up the blue when
you want it to. $139.99 / greatplanes.com

Quick Specs
Wingspan: 52 in.
Wing area: 550 sq. in.
Weight: 5 lb. 10 oz.
Wing loading: 23.56 oz./
sq. ft.
Power req’d: .46–.55 2-stroke,
.70 4-stroke, or electric
RimFire .32
Radio req’d: 6-channel
DSM2- or DSMX-compatible
 Want to see
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‹ TOP 10 MUSTANGS
Hangar 9 P-51D Mustang 60cc ARF
›
Modeled after the 356th Fighter Squadron’s P-51 (and with decals for both Glamorous Glen III and Gentleman Jim), this fighter
boasts an accurate outline and features all-wood construction and balsa sheeting covered with UltraCote. It also has tons of scale
detail, including a sliding canopy, removable antenna, exhaust detail, sequencing retract doors, painted full-length cockpit, and gun
details. We like how easy this Mustang is to transport with its three-piece wing (the center section with the landing gear can stay
attached to the fuselage). This model is designed to accept E-flite’s P-51 main- and tailwheel retracts (sold separately). In the air, its
functional scale flaps work well to enhance scale realism during takeoff and landing. $799.99 / hangar-9.com 

Quick Specs
Wingspan: 89 in.
Wing area: 1,814 sq. in.
Weight: 27 lb.
Wing loading: 42 oz./sq. ft.
Power req’d: 60cc gas
Radio req’d: 9-channel
Get Schooled!
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From the editors of
 %22.6+(/)
Your Source for the Latest & Best Aviation Books

COLLECTING THE 377

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 Flight Test

E-FLITE/
HORIZON HOBBY
Pawnee
Brave
Night Flyer
Fly day or night with this
fun sport plane
BY MIKE GANTT PHOTOS BY JOHN REID

Crop dusters and their daring jobs bring

me back to my first encounters with aircraft. I
had a crazy uncle, but he was the crop duster
kind of crazy. I remember stories of him flying
over the house doing barrel rolls—just to say
“Hi!”—when he was spraying in the local vicinity.
He eventually hit some power lines and crashed,
but survived and had a heck of a story to tell. To
this day, every time that I see an AGwagon doing
its thing, I stop to watch the daredevil pilot as
long as possible.
E-flite must have known that it was time to
give us another Pawnee plane to play with, and
it has done so—with a twist. Its new Pawnee
Brave Night Flyer is the perfect size for park-
flying barnstormers and packs plenty of cool
features. The Z-Foam airframe is smooth
and painted with a scale-type color scheme.
Aluminum landing gear with treaded wheels
and a steerable tailwheel are included, and
so are two props, a spinner, a motor, a speed
control, servos, and a receiver. An inexpensive
3-cell 2200mAh flight pack is required, and
you’ll also need a Spektrum-compatible
transmitter. An extensive instruction manual
has great info in it, from assembly processes
and transmitter setups to testing and flight
techniques. Speaking of the assembly, it’s
quick, so you’d better get your battery (or
batteries) charging!
SPECIFICATIONS
MODEL: Pawnee Brave Night Flyer
MANUFACTURER: E-flite (e-fliterc.com)
DISTRIBUTOR: Horizon Hobby
(horizonhobby.com)
TYPE: Foam scale park flier
LENGTH: 36.6 in.
WINGSPAN: 48 in.
WING AREA: 382.6 sq. in.
WEIGHT: 46.5 oz.
WING LOADING: 17.46 oz./sq. ft.
RADIO REQ’D: Spektrum 6+-channel
PRICE: $249.99
GEAR USED
RADIO: Spektrum DX18G2 radio
(spektrumrc.com) w/ included AR636A
receiver and four A330 servos
MOTOR: E-flite BL480 w/ 30A speed control
(both installed)
BATTERY: E-flite 3S 2200mAh 30C (e-fliterc.com)
PROP: 10x8x3 (included)
HIGHLIGHTS
 Fly night or day with external and
internal lighting
 Plenty of power for a wide range
of flying styles
 20-minute assembly, inclusive package
 Handles flying in wind quite well
 FLIGHT TEST PAWNEE BRAVE NIGHT FLYER

Right: This long hatch

is held by a simple latch
and makes access to the
insides of the fuselage
very accommodating.
It stayed put no matter
what maneuvers I tried.

Left: Yes, there is plenty

of wiring here—and
plenty of room for it.
The instructions make
simple sense of the
required connections.

Below: A “glass” cock-

pit, pilot bust, and air
scoop invite even more
realism to your flights.

UNIQUE FEATURES
The box contains a carved-out foam insert
that protects the Pawnee during shipping. The
white wing halves come prewired with servos,
navigation, and landing lights. Rather than solid
foam panels, the wing is actually hollowed with
more material left in key areas for structural
integrity and also to allow wires to be easily
routed. Corrugated details are added to the
The wing linkages are short and easy to adjust; details like the panel corrugation lines just add to the already
ailerons and optional flaps, and they look cool.
cool-looking AGwagon.
Hoerner-style-looking wingtips are painted
bright red and set off the 4-foot wingspan
well. Four machine screws are used to hold the
wing in place; make sure that you line them up The wheels are 2 3/4 inches in diameter When you connect the wiring and power on the
rather than forcing them in. Four more self- and will traverse most landings strips well. aircraft, push the light switch and the lights will
tapping Phillips fasteners are used to keep the The fuselage is well designed, with air-cooling illuminate the entire airframe from the inside!
main gear secure, and they attach to a plastic holes up front and exit holes for air aft on the Now you understand the inspiration for the
plate. I had an issue with one of the screws, so plane’s bottom. A mechanically operated hatch plane’s name and that you can pretty much fly
I swapped them for some similarly sized hex- gives you interior access for battery changes in compete darkness.
head screws that I had in my parts bin. as well as the AS3X receiver and light switch. Other details include black-painted exhaust

90 ModelAirplaneNews.com
 FLIGHT TEST PAWNEE BRAVE

stacks, panel lines, preapplied decals, and a

pilot bust with an instrument-panel facade.
The brushless motor and speed control are
preinstalled and wired up. An included wrench
helps you tighten the 3-blade propeller, and
the chrome-plated spinner simply clicks to
lock in place and complete the look. A pair of
screws holds the empennage in place, and
setting up the linkages is easy. Power up your
radio and center your servos, then screw-on
clevises adjust quickly for centering the control
surfaces. Short pieces of silicone tubing keep
the clevises clamped and closed in flight. As
mentioned, the optional flaps require minimal
work. Two low-cost microservos are all that
you’ll need as all provisions for their linkages
are included.
IN THE AIR
The Pawnee’s rudder and tailwheel steer the
airplane around fine on the tarmac with aid
from some propwash. Line up into the wind,
throttle up, and the Pawnee can rotate after
rolling for about 20 feet. Needless to say, the
power loading is quite adequate! Flaps will
decrease the rollout distance considerably and
will also look cool when actuating.
After putting the workhorse through its
paces and burning up the electron supply, it’s
time to return home. The plane carries a little
energy, and I keep the prop turning to make
elevation changes and adjust airspeed with
PAULO ANTUNES/PLANESPOTTERS.NET
PUSH THE LIGHT SWITCH
AND THE LIGHTS WILL
ILLUMINATE THE ENTIRE
AIRFRAME FROM THE INSIDE!
the elevator. Built-in AS3X technology helps
the model stay level and smooth. A small
flare before touchdown will help you nail the
three-pointers.
GENERAL FLIGHT PERFORMANCE
Stability: Three-axis stabilization comes
standard and does a great job keeping the
Pawnee solid in flight. Try as it might, the wind
had less effect than expected on the airplane,
making it feel bigger than it is.
Tracking: Cruising around at half throttle or so,
I added a few clicks of trim initially to straighten
out the flight path. When doing this, you will
need to leave the control stick untouched for
three seconds so that the AS3X system can
register and record the changes. Make sure that
you do this up higher and not while down low!
Aerobatics: All scale maneuvering is easily
performed. There is good power for fast climbs,
which lead to those tight wingovers. Large
loops look graceful, and rolls require some
expected inputs. For fun, you can throw in point
rolls, fly inverted, and even fly knife-edge for
a bit. While I didn’t try to hover the plane, it
wouldn’t surprise me if it could hang on its prop.
Glide and stall performance: At just under
3 pounds, the wing loading isn’t warbird hot,
but don’t expect the plane to float around at
4mph like a 3D airship. Adding the flaps will help
cut down the stall speed, and using a computer
radio allows you to dial in some spoilers to
experiment with as well when slowing down.
Chop the throttle and the plane will fly a while
with the nose down a bit before you let it drop a

wing. Throttle up and the plane will stop stalling

and recover almost instantly.

PILOT DEBRIEFING
The word that best describes this plane is “fun.”
Fly both day and night, even in a breeze, with
this 48-inch Pawnee workhorse—just watch
out for those wires!

The Workhorse BOTTOM LINE

The E-flite Pawnee Brave Night Flyer is a fully
“Spray planes” were working many years before the first PA-36 was introduced, and
typically the idea behind them all was more power, more capacity, and more power. loaded, well-detailed scale model airplane
Farms were growing in size, and “dusting” was how agricultural pests could be dealt requiring only a Spektrum-compatible
with. Bigger farms needed planes with bigger hoppers and more horsepower to carry transmitter and flight battery. Assembly time
the weight through the air. The Pawnee Brave was developed to fill the niche, and after is less than an hour, so you could easily have
a few revisions, the most powerful—a 400hp version—was made. Back in the early ’70s, the Pawnee ready to fly the same day that
an initial investment of $30K got you going with a 285hp version, and a variety of pilots you get it. The colored LED lighting details look
went to work dropping pesticides, fertilizers, or any other imaginable crop requirements. super-cool, both inside and out, and turning on
At speeds of 70mph, these planes were required to pull up and climb fast so that pilots the interior lighting definitely adds a whole new
could make a quick and safe turns. Time is money, and if you’ve ever seen an AGwagon level to the flying game. 
and its pilot at work, you know what I’m talking about.
 P S I T E
ER S H I
E M B
E M I U MM
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ENTER PROMO CODE: mem50
 BY PAUL TRADELIUS
Helicopter Theory and Control
I
n my September column, I discussed
some of the most frequently asked
questions that I get from those who
would like to get started in the great
hobby of radio-controlled helicopters.
Before you rush off to the flying field with your
new machine, however, it’s important to have
a basic understanding of helicopter theory and
control so that you will know the forces acting
on the aircraft.
The balance of forces on the helicopter refers
to the forces pulling it up, down, or sideways.
If the helicopter is in a hover, then all these
forces must cancel out to keep the helicopter
stationary. If they don’t cancel out, then the
resulting force will make the helicopter move,
and that is precisely what gives us control of
the helicopter.
As you read along, have your helicopter and
94 ModelAirplaneNews.com
radio nearby so that you can compare what I
am saying to your particular setup. Turn on the
radio, move the controls, and notice the reaction
in the blades, paddles, etc. This will help you as
you progress in your flying to understand what
is happening to the helicopter controls, and how
that relates to your control stick movement
on the transmitter. I will also use a mode 2
transmitter as an example, with the aileron/
elevator on the right stick.
BALANCE OF FORCES: SIDE VIEW
Figure 1 shows the side view of a helicopter in a
hover and the forces acting on it from this view.
The arrow going straight down represents the
weight, or force of gravity, of the helicopter.
This is counteracted by the lift from the rotor
blades going straight up. In a hover, the lift
equals the weight, and the helicopter does not
climb or descend. You don’t have a lot of options
concerning the force of gravity because it is
just the sum of the weight of the helicopter,
fuel, and other factors. You do, however, have
control over the lift produced by the rotor
blades. As the left stick is moved up toward the
top of the transmitter, the engine speed and
power are increased and the collective pitch of
the rotor blades is increased. You control the
amount of lift in a hover, therefore, with the
fore/aft movement of the left stick to keep the
helicopter in a stationary vertical position. Take
your transmitter and practice moving the left
stick up and down; notice how it controls both
the throttle and the collective pitch of the rotor
blades. Make sure that you are not in throttle
hold or idle up, or it will not respond properly.
 Lift Resultant lift

Figure 1 Figure 2
Forces acting on The resultant lift
the helicopter in acts at the center
a hover. Weight of the rotor disc.

There are two other important points of Figure 1:

• The arrow going straight up representing Figure 3
the lift is shown acting directly over the main
Torque resulting from the main rotor
shaft. The main shaft actually has no lift
capabilities at all, as the lift is produced farther
rotation causes the fuselage to turn in
out on the blades, but the resultant force acts the opposite direction.
as if it were centered on the main shaft, as
shown in Figure 2. This is not important now,
but it’s something to keep in mind later when Torque Blade
we discuss rotor blades. reaction rotation
• The lift produced by the rotor blades is
always perpendicular to the rotor disc.

BALANCE OF FORCES: TOP VIEW

Figure 3 shows the helicopter in a hover as if
we were above it looking straight down. Again,
all of the forces acting on the helicopter from
this perspective must cancel out to keep the
helicopter stationary.
This figure shows the main rotor-blade
rotation to the right, or clockwise, but the
idea is the same in reverse if your rotor turns
in the opposite direction. Newton’s third law
of motion states: To every action, there is an
equal and opposite reaction. Therefore, as
the main rotor turns clockwise, the fuselage
tries to turn counterclockwise as the reaction.
This tendency of the fuselage to turn is called
“torque,” and any change in engine power or
collective pitch brings about a corresponding
change in torque.
The purpose of the tail rotor is to
compensate for this torque reaction, and
the thrust of the tail rotor equals the force
of the torque to keep the nose pointing
straight. Imagine if the thrust of the tail rotor
was increased to the left; it would make the
helicopter rotate around the main shaft, causing Tail-rotor
the nose to go to the right. Similarly, a decrease thrust
in tail-rotor thrust would cause the torque to
take effect and cause the tail to go to the right
or the nose to the left. Again, in a hover, all
these forces balance out to keep the helicopter
pointing in one steady direction.

NOVEMBER 2016 95
Rotor speed
Tail-rotor
thrust
Figure 4
• Vertical lift component
counters weight.
• Horizontal lift component
counters tail-rotor thrust.
• Helicopter has slight tilt to right
during hover to counter tail-rotor
thrust (exaggerated here).
The rpm of the tail rotor is dependent on
the main rotor rpm, which should be constant
in a hover. The tail-rotor thrust is, therefore,
changed by increasing or decreasing the angle
of attack of the tail rotor blades, and on your
transmitter, this is accomplished with the left
stick moving right or left. Take a look at the tail
rotor from the left side of the helicopter—it will
normally rotate to the right, or clockwise, from
this view. Now move the left control stick on
your transmitter to the right; notice that the
angle of attack of the blades has increased.
This will cause the blades to take a bigger bite
from the air and cause the tail to move to the
left, or toward you. As you move the stick to the
left, the angle of attack will decrease, and the
opposite effect of moving the tail to the right, or
away from you, will occur.
This is another important point that must
be emphasized: Although the left stick of the
transmitter changes the angle of attack of the
tail rotor blades to make the tail move right or
left, the direction the tail moves is opposite to
that of the stick. The reason for this is that you
don’t “fly” the tail; you want to control the nose.
96 ModelAirplaneNews.com
Horizontal lift
component
Vertical lift L
component
Weight
Once again, move the left stick right and left,
and convince yourself that when the stick is
moved to the right that the nose will move
to the right, and vice versa. Attempting to fly
the tail is a common problem for beginner
helicopter pilots, and something that should be
avoided at all costs.
BALANCE OF FORCES: REAR VIEW
Figure 4 shows a picture of the helicopter as
if you were looking at it from the rear; again,
all the forces must balance out to keep the
helicopter in a steady hover.
In this view, we can again see the force
of gravity, or weight of the helicopter, going
straight down. This is compensated for by the lift
of the rotor blades, as discussed previously. But
you will also notice something in this view that
we haven’t seen before: the rotor is tilted slightly
to the right. The lift is still perpendicular to the
rotor disc, represented by the capital L. This lift
can also be broken down into two components:
the part that is acting vertically and the part that
is acting horizontally. (This is the basis of vector
analysis, which you can read about in a book on
Blade
rotation
mathematics, but it will not be covered here.) It
is only this vertical component of the total lift
that must be equal to the weight to keep the
helicopter in a stationary altitude.
Let’s leave the main rotor disc for a minute
and look again at the thrust of the tail rotor in
this view. This thrust will make the helicopter
move to the left unless there is another force
to cancel it out, and this is the exact purpose
of tilting the main rotor slightly to the right.
Because the rotor disc is tilted to the right, a
portion of the total lift is horizontal lift to the
right, and it is this force that counteracts the
force from the tail rotor to keep the helicopter
from “drifting” either right or left.
To sum up, the vertical component of lift
counters the force of gravity, and the right
horizontal component of lift counters the left
thrust of the tail rotor. Because all the forces
acting on the helicopter are balanced, the
helicopter will remain in a stationary hover. Now,
you can practice hovering on the computer and
see how you can control these forces not only
to hover in a steady position but also to move
the helicopter as you desire. 
 TEXT & PHOTOS BY MICHAEL FOSTER

Designer and builder Chuck Gratner turns over the sticks of two Riley Model Bs
to Horizon pilots David Payne and Ali Machinchy at Joe Nall Week for an incredible
smoke-on formation flight.

Smoking it up with the Moki radial-powered Riley Model B.

Riley Model B Rather than a patchwork of dissimilar parts,

the Riley presents itself as a detailed scale
The missing chapter of aviation’s Golden Age model of a full-scale counterpart. As Chuck
notes, “The Riley Model B is a 3/8-scale design
Many pilots refer to the 1920s and ’30s as the Golden Age of Aviation.
prototype for a homebuilt airplane that has yet
It’s the era that welcomed America’s first nonstop coast-to-coast to be built. The inspiration for its design was
flight, Lindberg’s hop across the Atlantic, and the beginning of the drawn from the missing chapter of the Golden
Thompson Trophy races. Aircraft of this time were sleek and beautiful, Age of Aviation.” Chuck was also influenced by
with as much attention to form as function. To capture the essence his affection for Chris-Craft boats and classic
automobiles.
of this period, Chuck Gratner from Pittsburgh, Pennsylvania, designed
The Riley features a cigar-shaped fuselage
the Riley Model B, an aircraft that combines the best features of many with veneered forward section that’s pain-
period-specific designs. stakingly varnished in a 10-step process
showcasing Chuck’s craftsmanship. The vented
cowl with exposed cylinders is a focal point that
Two Rileys holds your attention. Surprisingly, the Riley
showing off is no hangar queen; with functional flying and
their varnished landing wires utilizing camlock fasteners, the
basswood and Riley can be readied for flight in two minutes.
mahogany In his quest for perfection, Chuck builds a
fuselages.
new Riley every year, each an improvement
upon the last. At the time of writing, “Series
11” is on the building board. Cleverly, each Riley
has an N number corresponding to the year of
completion. NC2015 and NC2016 were flown by
Horizon’s David Payne and Ali Machinchy at this
year’s Joe Nall Week.
The magnificent Riley Model B has a wing-
span of 108 inches with an area of 1,936 square
inches. It utilizes a NACA 2418 root airfoil and
USA 35B at the tip. One of the 33-pound
models is powered by a Moki 180 radial; the
other uses a Valach 120 twin. To learn more
about the Riley Model B and to view Chuck’s
extensive construction notes and photos, visit
gratnerbrothers.com. 

98 ModelAirplaneNews.com
 THE NEW CLASS OF PRO CLASS

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This is the new standard in pro-class precision, power and refinement – go to
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©2016 Horizon Hobby, LLC. DSMX and the Horizon Hobby logo are registered trademarks of Horizon Hobby, LLC. The Spektrum trademark is used with the permission of Bachmann Industries, Inc. 48139