05 Model Airplane News - Superunitedkingdom

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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 of Code
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contents
Volume 144
Number 5
May 2016
Features
20 Top 20 Warbirds
The best military picks for your RC fighter
52
squadron By the Model Airplane News crew
38 Radio Review:
FrSky Taranis X9D Plus
An amazingly powerful computer radio at a
budget price By Jim Ryan
46 Gallery: Pedro Sanchez’s

F4F Wildcat
A stunning example of the Grumman fighter
By Jerry Smith
70 Flight Technique: Short-Field Spot

Landings and Landing over Obstacles
Control your touchdown location in any
environment By Dave Scott
84 How To: Clean a 4-Stroke Engine

Keep your powerplant running right
By the Model Airplane News crew
38 46
Flight tests
32 Legend Models Dauntless SBD-5
40
Go big with this slow but deadly giant-scale
dive-bomber By Mike Gantt
40 Flyzone Seawind EP Select Scale

Flying from land or water, this receiver-ready
model is a winner By Nick Ziroli Sr.
52 FMS A6M5 Zero

Big-scale features in a compact package
By Michael York
62 Blade/Horizon Hobby
Mach 25 Racer
A great little speedster for the novice pilot
By John Reid
78 Durafly Spitfire Mk1a Departments 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
Relive the Battle of Britain with this 8 | Preflight offices. Canadian Post Publications Mail Agreement No. 40008153. SUBSCRIPTIONS: in U.S., call (800) 827-0323;
Canada and elsewhere, call (386) 246-3323; fax (386) 447-2321; or go to ModelAirplaneNews.com. U.S., $38.00 (1 yr.);
striking fighter By Mike Gantt 10 | Airwaves 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
12 | Tips & Tricks Road, Wilton, CT 06897 USA. Email: MAN@airage.com. We welcome all editorial submissions, but assume no responsibility
for the loss or damage of unsolicited material. To authors, photographers and people featured in this magazine: all materials
columns 14 | Pilot Projects published in Model Airplane News become the exclusive property of Air Age Media Inc. unless prior arrangement is made
in writing with the Publisher. ADVERTISING: Send advertising materials to Advertising Dept., Model Airplane News, 88
Danbury Road, Wilton, CT 06897 USA; (203) 431-9000; fax (203) 529-3010; advertising@airage.com. CHANGE OF
58 Ultimate Electrics 18 | Flightline ADDRESS: To ensure that you don’t miss any issues, send your new address to Model Airplane News, P.O. Box 420134,
Palm Coast, FL 32142-0235 USA six weeks before you move. Please include the address label from a recent issue, or print the
Calculated conversion By John Kauk 98 | Final Approach information exactly as shown on the label. For faster service, go to ModelAirplaneNews.com and click on the customer service
link. POSTMASTER: Send Form 3579 to Model Airplane News, P.O. Box 420134, Palm Coast, FL 32142-0235 USA.
92 Engine Clinic
Keeping those old engines running On the cOver: Don’t miss our review of the great-flying 30cc Legend Models Dauntless SBD-5 distributed by JB Hobbies.
By Clarence Lee (Photo by John Reid)
Preflight
BY DEBRA CLEGHORN | EXECUTIVE EDITOR
Est. 1929
Right On Target
EDITORIAL
Executive Editor Debra Cleghorn ›› debrac@airage.com
Senior Technical Editor
From the ever-present P-51 Mustang to seldom-seen German fighters, we love scale warbirds. Gerry Yarrish ›› gerryy@airage.com
They turn heads, they’re a blast to fly, and they even look good just sitting on the flightline. West Coast Senior Editor John Reid ›› johnr@airage.com
But start to weigh the merits of a World War II dive-bomber against a trainer-turned-fighter Associate Editor Matt Boyd ›› mattb@airage.com
Copy Editor Suzanne Noel
and you’ve got a definite discussion on your hands! When compiling our feature article “Top
20 Warbirds” for this issue, we considered looks, size, performance, quality of construction and CONTRIBUTORS
parts, and overall value. When the dust settled, we had a list of our top 20 warbirds, from heavy- Jason Benson, Sal Calvagna, Budd Davisson,
Don Edberg, Mike Gantt, Dave Garwood, Dave Gierke,
metal giants to a foam park flier. If you’re a fan of scale warbirds but aren’t sure which one is right Greg Gimlick, John Glezellis, Aaron Ham, Clarence Lee,
for you, we guarantee that you’ll find one here that’s perfect for your hangar! Jim Newman, Mark Rittinger, Jim Ryan, David Scott,
Jerry Smith, Craig Trachten, Paul Tradelius, Pat Tritle,
TAKEOFFS ARE OPTIONAL Rich Uravitch, Nick Ziroli Sr.
Landing well every time isn’t a matter of good fortune or even a sign of clean living but, instead, ART
the result of a lot of practice. In this month’s Flight Technique, “Short-Field Spot Landings and Creative Director Betty K. Nero
Landings over Obstacles,” 1st U.S. R/C Flight School founder and instructor Dave Scott shares Art Director Kevin Monahan
his expert advice on how to land on a short runway and how to deal with obstacles near the DIGITAL MEDIA
approach end of the runway. Spend some time with this “back to basics” feature and the plane Web Producer Holly Hansen
you save may be your own! VIDEO/PHOTOGRAPHY
Photographer Peter Hall
LATEST FAA NEWS Videographer Adam Lebenstein
As we noted last month, all RC pilots need to register with the Federal Aviation Administration ADVERTISING
Advertising Director Mitch Brian
(FAA) at faa.gov/uas/registration. Anyone who owns a model aircraft, multirotor, or helicopter
›› 203.529.4609 | mitchb@airage.com
with a total flying weight of more than 0.55 pound is required to register. You only have to register Senior Account Executive Ben Halladay
once, and the identification number you receive will need to be displayed on all of your aircraft. ›› 203.529.4628 | benh@airage.com
The Academy of Model Aeronautics now recommends that all of its members register with the Account Executive Diane de Spirlet
FAA. Stay tuned to ModelAirplaneNews.com for the latest information on this situation. ››203.529.4664 | dianed@airage.com
CONSUMER MARKETING/PRODUCTION
INSTANT FEEDBACK The Media Source, a division of TEN,
One thing’s for sure: Model Airplane News readers and our Facebook fans are a loyal group of RC The Enthusiast Network
airplane enthusiasts, and the MAN crew would like to thank all of you for helping us reach more MARKETING & EVENTS
than 265,000 Facebook likes. Every day, we post news, share our favorite videos, ask questions Marketing Assistant Erica Driver
Event Manager Emil DeFrancesco
of the week, and much more. Be sure to like us on Facebook to get the inside scoop from recent
events, read the reviews of new planes and gear, watch fun clips, and much more! You can find us PUBLISHING
Group Publishers Louis V. DeFrancesco Jr.,
at Facebook.com/ModelAirplaneNews. See you online.
Yvonne M. DeFrancesco
FOLLOW US
From park fliers, like this T-28 Trojan from On Facebook: modelairplanenews
E-flite, to giant-scale fighters, there's Follow us on Twitter: @modelairplane
something for everyone in our “Top 20 Instagram: instagram/modelairplanenews
Warbirds” feature. Visit us online: ModelAirplaneNews.com
Comments may be sent to: MAN@airage.com
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8 ModelAirplaneNews.com
Airwaves
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.
ModelAirplaneNews.com › Jerry: Thank you for your info

Top Gun Free-Flight Projects and your airplane builds. I like
it very much.
Recently, on the MAN website, we posted some build
Peter Hart: Absolutely
information and photos of airplanes being built for the
love this topic. Brings back
2016 Top Gun Scale Invitational’s free-flight rubber
memories of building from
power airplane class. These lightweight stick-and-tissue
my youth!
airplanes are, of course, scale fliers, and the competition
is being opened to all Top Gun participants, staff, and John Thomas: Wow! I wish
crews. There are some basic rules, but since Frank Tiano I could be there to see the
is always thinking big, the major requirements are for mass launch.
monoplanes to have a minimum wingspan of 36 inches Matthew Davis: Looks like
and for biplanes to have a minimum span of 24 inches. fun, but I wouldn’t even know
There is no maximum span. This is a mass launch with where to get the propellers
the last ones down being the winners. If you are planning and rubber for the motors.
to enter this free-flight competition, send photos and Have fun!
basic spec info to gerryy@airage.com.
U In Our Mailbox
I enjoyed your article “Building Basics” in the January issue. I have
been flying ARFs and foamies for about two years. I want to get into
a real kit build for a sport flier for next flying season. I found all your
tips and detailed photos helpful, but you never mentioned what
airplane you were building. Judging from the engine in the article, I
would say it is some sort of 60-size model. Can you tell me what it
is?—Michael Andrews
Michael, thanks for writing. The airplane I built in the How To article
was the Florio Flyer 60. It is a fun-fly airplane, and it originally
dates back to the 1970s when John Florio designed it and won
many competitions with it. It is a hand-cut kit and is still available
from Dan Fedorko of greatflyerrc.com. The model has a 60-inch
span, and I upped the power to an O.S. .75 engine, which allows it to
climb straight up with unlimited power. If you have a few airplanes
under your belt, the Florio Flyer 60 with any good .45 to .61 engine
will be a great sport flier for you. Good luck.—Gerry Yarrish
Facebook › IA: I’ve built scale, but this
Museum-Scale Butcher Bird is another world.
It’s not every day that an RC model IH: It won SECOND place?!
builder designs and builds a classic What the hell beat it?
World War II fighter from scratch and TB: WOW!! Excellent build!
then brings it to a contest and wins the Worthy of high praise.
Best in Show award. But that’s exactly
what Jeffery Fiscus of Bridgeport, West KH: Such dedication. Well
Virginia, did with his amazing Focke- done, sir!
Wulf FW 190A-3. Jeffery walked away
with the gold at the 2015 WRAM (Westchester Radio Aero Modelers) Show in
Secaucus, New Jersey, and then two months later, Jeffery brought his Butcher
Bird to the Toledo Show and took home a second place win in Designer Scale as
well as the coveted People’s Choice Award. With a track record like this, it’s hard
not to be impressed. Here’s what some of you said on Facebook about this
beautiful warbird.
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
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Tips&Tricks USEFUL HINTS FROM MODELERS | Illustrations by Richard Thompson
DRY-ERASE MARKINGS
A professional aircraft painter showed me an easy way
to make markings for paint lines, graphics, and lettering
that will not bleed through the paint like regular
felt-tipped markers do. Just use dry-erase markers
that are used on most office whiteboard marking
surfaces. This works best on a sealed surface rather
than on unpainted balsa or ply. Mark the location, add
the masking tape, remove the guidelines with a damp
cloth, and spray on the paint. It works great!
Ron Peterka, Ramona, CA
HOMEMADE SOCKET DRIVER CORNER ROOM

The other day, I needed a 3mm socket driver A very old method of adding reinforcement to glued formers and firewalls
but couldn’t find one small enough for my is to add triangular balsa stock at the corners. The additional gluing surface
application. I sanded down the head of a metric strengthens the joints between the bulkheads and the fuselage sides. Often,
bolt, shaving just enough material to leave the however, there will be some hardened glue along the seam line, which prevents
new socket head driver strong. I then took a the reinforcement stock to sit precisely in place. A simple way to solve this is to
piece of wood dowel and drilled a hole in the remove a small amount of material from the 90-degree edge using a sanding
center to accept the threads block or a razor plane. This allows the triangular stock to fit flush against the
on the bolt. I glued the bolt mating surfaces.
into the dowel and in about Jim Newman, Kent City, MI
10 minutes had made a
valuable tool. What’s really
nice is that the head is so small
that you can really get into
tight spaces. In addition, the
bolt and nut fit nicely and do
not have a tendency to fall out.
Sal Calvagna, Holbrook, NY
POOR MAN’S TAP

Ever get unwanted glue or epoxy in a blind nut or need to
rethread a threaded bolt hole in wood? If you don’t have a tap
handy, just grind out a quarter section on the end of a matching
bolt. I use a grinding bit with my Dremel Moto-Tool. The bolt
will now cut its way through the dried glue quickly and easily
clearing out the threads. Cost—zero dollars!
Sponsored by Jim Schroeder, West Chester, PA
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.
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, Cessna, Beechcraft, Tesla, SpaceX
and many other high tech 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
“Your Adhesive Company for Over 30 Years.”
available from your local hobby shop.
To find a dealer or ask a question of The Glue Pros, go to:
www.bsi-inc.com • info@bsi-inc.com • (805) 466-1717
8060 Morro Road • Atascadero, CA 93422 • USA Find us on Facebook at Bob Smith Industries
Pilot Projects SHOWCASING WHAT YOU BUILD & FLY | Email entries to: MAN@airage.com
P I LO T T
PROJEHCE
OF T
MONTH
BOWERS FLY BABY John Pobjecky, Laguna Hills, CA

This 1/3-scale beauty started life as a Balsa USA kit, and it’s covered with SIG
Koverall and Randolph’s dope with a Stinson Maroon and Cub Yellow paint
scheme. John writes, “Modifications include a working turnbuckle to operate
the drawbar for the flying/landing wires. All wires are individually adjusted with
dedicated turnbuckles, then safety-wired to retain their tension. The working
drawbar eliminated the need to readjust any of the wires.” The 25-pound plane
is powered by an Evolution 50cc engine and Xoar 23x8 prop.
UPROAR 40
Seth Wojciechowski,
Wakefield, RI
Who says that no one’s
SPACEWALKER
Angelos Mefsout, Volos, Greece
building anymore?
This 1/3-scale Stearman started life as a SIG kit, but Angelos modified it to be
Fifteen-year-old Seth
more scale. The 104-inch-span model is powered by an O.S. FF-320 Pegasus
built his Uproar from
and has aluminum dummy engine cylinders, pull-pull control surfaces, and
the Tower kit during his
functional landing gear.
three-month summer
break. He added a bomb
drop to the 48-inch-span
plane, which is powered
by an HB 50 engine. ULTRA SPORT
1000
Corey Chevalier,
Jacksonville, FL
As a young RC’er in the ’80s, Corey
always wanted to build this Great
Planes kit, and he was fortunate
to get the chance when he found
an unopened box. He modified
the plane for electric and uses an
E-flite Power 110 motor, Castle
Creations Edge 75 speed control,
and 8S 3700mAh LiPo. He also
added HobbyKing electric retracts.
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.
Go Retro!
*Image shown with

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E-flite Carbon-Z
P2 Prometheus
Based on Skip Stewart’s full-scale aerobat,
this hot-rod performer comes with a
50-size brushless motor system
and metal-gear mini servos
installed. And with its Carbon-Z
construction, the airframe is rigid
enough to withstand high-performance
moves yet light enough for a high power-to-
weight ratio. The BNF version is $449.99;
the PNP is $419.99. e-fliterc.com
JR Americas
COLT
While the COLT may look
like a vintage Heathkit
radio in its aluminum
case, it has all the
bells and whistles of a
modern 2.4GHz computer
transmitter, including
20-model memory and
plane, heli, and fixed-
wing programming. It’s
the perfect accessory
Saito FG-61TS for your prized vintage
This 61cc gasser twin is just the ticket for your pattern flier or old-timer
next 1/4-scale Cub or other giant flier. With a range aircraft. The COLT costs
of from 1,500 to 7,400rpm, the engine comes $899.99. jramericas.com
with a flexible tube muffler and has a Walbro/
Saito carburetor and ringed, chromed aluminum
cylinder. It costs $999.99. horizonhobby.com
Hangar 9 Carbon Cub 15cc

This 90-inch-span, all-wood aircraft brings the full-scale
classic to your field! It has big tundra-style wheels, shock-
absorbing landing gear, functional LED landing lights, cockpit
side doors that open, included instrument panels and seats,
and painted fiberglass cowl and accessories—it’s even ready
for optional floats! It costs $429.99. hangar-9.com
CARF 3.3m Yak 55 SP
This 40% scale aerobat is being reintroduced
with improvements that range from revised
molds and optimized servo mounting positions to
Traxxas Aton
Billed as “your personal video assistant,” the Aton is easy to fly and
greater prefabrication. Both the wing halves and
has autonomous flight capabilities via dual-mode GPS. It also has high-
stabilizers have massive carbon-fiber tubes, and
performance Sport and Expert flight modes. The Aton with a fixed-camera-
the larger cowl with horizontal split line allows easy
mount option with 3000mAh LiPo costs $420, and the Aton Plus with a
installation of a large 170 to 200cc engine. It costs
two-axis gimbal and 5000mAh LiPo is $525.00. traxxas.com
$1,000.00. carf-models.com
Great Planes
Avistar
30cc/EP
This sport trainer makes
it easy to get into
giant scale! Its semi-
symmetrical wing offers
stability and allows for
some gentle aerobatics.
The built-up, MonoKote-
Hitec
covered plane has a magnetic hatch for easy D-Series
access and a fiberglass cowl and wheel pants. Dynamo
An optional bolt-on float kit is also available. The Servos
Avistar 30cc/EP costs $449.99. greatplanes.com With titanium or
metal gears, the
new D-Series servos
deliver monster
performance and have
ultrahigh resolution
and unprecedented
programmability
for smooth, precise
movement. They
operate on 4.8 to
8.4 volts. The line even
includes waterproof,
megascale servos!
Prices range from
$39.00 to $99.00.
hitecrcd.com
E-flite F4U-4 Corsair

Features like three-panel flaps, electric 90-degree rotating retracts, and
an installed AS3X flight-stabilization system make this a must-have park
flier warbird. This Z-Foam plane has a 48-inch wingspan and comes with
its brushless power system and servos installed. The BNF aircraft costs
$299.99. e-fliterc.com
MAY 2016 19
TOP 20
WARBIRDS
The best military picks for your RC fighter squadron
BY THE MODEL AIRPLANE NEWS CREW PHOTOS BY JOHN REID & PETER HALL
There’s an old saying that suggests that there are only two types of airplanes: fighters and targets!
Well, if you are a warbird lover and have a soft spot for classic military aircraft, that statement rings true
and also seems to apply in the RC world, as well. From primary and advanced trainers to cargo planes and
fighters, warbirds come in all shapes and sizes and nationalities. These top 20 editor picks are chosen from
past flight reports and reviews. To make it into our list, the planes were considered for their scale looks,
flight performance, ease of assembly, quality, and overall value. Although not recommended for beginner
pilots, all the warbirds are fairly easy and uncomplicated to assemble. If you have a little bit of Walter Mitty
in your heart, this collection of aerial warriors is for you.
What We Like
VQ Models P-39 Airacobra 46 Prehinged flaps and
Electric Intermediate Pilot control surfaces
With its rugged, jig-built wood structure, the VQ Models P-39 has a lightweight airframe, and it comes covered in a nicely Optional retracts
printed vinyl material. We’re impressed that the P-39 now features functional flaps and the printed-on “weathering.” Easy Ideal for G-46 power
to power by either a glow engine or an electric motor, it offers lots of options. Even though it comes with fixed gear, we system
like that optional tricycle retracts are also available. Excellent flight
performance
Specifications
Model: P-39 Airacobra
Manufacturer: VQ Models (vqmodel.com)
Distributor: Hobby People (hobbypeople.net)
Type: ARF warbird
Wingspan: 62.2 in.
Wing area: 575 sq. in.
Weight: 105.8 oz.
Wing loading: 26.49 oz./sq. ft.
Power req’d: .40 2-stroke, .50–.65 4-stroke, or 46-size brushless motor
Radio req’d: 6-channel
Price: $159.99
Hangar 9 F4U Corsair What We Like
Painted flat-finish
Gas Intermediate Pilot
UltraCote covering
When it comes to warbirds, the Corsair is in a class by itself. We really like this 65-inch-span warbird Scale three-panel flaps
designed for the newer 20cc gas engines. The Hangar 9 Corsair has a nicely illustrated manual, and Easy-access top
we are impressed with how well all its subassemblies are built and covered. All the control surfaces fuselage hatch
have slots for the included CA hinges, and the holes for the pin-type hinges for the flaps come
Painted propeller hub
precut. For flight performance, we could not ask for more, and we love how effective the flaps are
on landings.
Specifications
Model: F4U-1A Corsair 20cc ARF
Manufacturer: Hangar 9
(hangar-9.com)
Distributor: Horizon Hobby
(horizonhobby.com)
Type: WW II warbird ARF
Wingspan: 65 in.
Wing area: 802.4 sq. in.
Weight: 11 lb. 15 oz.
Power req’d: 20cc gas, 1.25 4-stroke,
or Power 60 470Kv electric motor
Radio req’d: 5+-channel
Price: $389.99
E
LANDS LIK
A D R E AM !
Specifications
Model: SBD Dauntless
Phoenix Model Dauntless Manufacturer: Phoenix Model (phoenixmodel.com)
What We Like
Distributor: Tower Hobbies (towerhobbies.com)
Electric Intermediate Pilot Covering and paint are
Type: Scale dive-bomber
We seldom see the classic Douglas SBD Dauntless dive-bomber in RC form, Wingspan: 56.7 in. expertly applied
and we took notice when Phoenix Model offered its version. We like that Wing area: 651 sq. in. Rugged, sprung
it is designed to give the builder a choice of using either electric- or glow- Weight: 7 lb. 2 oz. landing gear can
powered systems. We are impressed with the included sturdy, sprung, Wing loading: 28.9 oz./sq. ft. take abuse
mechanical retracts that come preinstalled. This 6-channel warbird is Power req’d: .46–.55 glow or electric Cool scale pilot and
intended for the intermediate pilot but doesn’t require a great deal of Radio req’d: 6-channel cockpit detail
building skills. Price: $209.97
MAY 2016 21
What We Like E-flite/Horizon Hobby
Excellent scale detail
FJ-2 Fury
Exceptional flight Jet Intermediate Pilot
performance
For an electric ducted fan jet, we think that this model is complete
Highly prefabricated
right out of the box. We like that all the surfaces have molded
hinges, which means no gluing or assembly of the control surfaces.
Even the servos, control horns, and pushrods come preinstalled
and ready for flight. We are impressed with the nicely molded
ABS plastic accent pieces, which provide the final touches. These
include servo covers, intake ring, tank mounts, access hatches, and
other miscellaneous pieces. And when it comes to flying, we think
that the included AS3X system makes this small jet feel like one of
the big boys.
Specifications
Model: FJ-2 Fury 15 DF Wing area: 304 sq. in.
BNF Basic Weight: 3 lb. 4 oz.
Manufacturer: E-flite Wing loading: 24.5 oz./sq. ft.
(e-fliterc.com) Motor incl’d: Brushless
Distributor: Horizon Hobby 3700Kv motor and 70mm
(horizonhobby.com) ducted fan
Type: Scale electric jet Radio req’d: 4-channel
Wingspan: 6.75 in. Price: $299.99
What We Like BVM 1/6-scale

Fast assembly time
F-16 Falcon Turbine
Top-notch quality Jet Advanced Pilot
Excellent flight
Who hasn’t dreamed of flying a turbine-powered RC jet? We are amazed
performance
that this new F-16 comes built to order and comes in a number of
standard-finish schemes as well as in custom schemes. The model
ST
GREAT FIR features all high-voltage, metal-geared brushless servos and high-
TURBINE! voltage digital air valves, and all the components come installed and
prewired. The airframe comes with dual fuel tanks (located over the
center of gravity) as well as dual smoke tanks. You need to add your
own engine, fuel pump, filter, UAT/CAT, and manual shutoff valve.
Specifications
Model: 1/6-scale F-16 Falcon Weight: 31 lb. (dry with turbine
Manufacturer: Premier and smoke system)
Aircraft Wing loading: 54.42 oz./sq. ft.
Distributor: BVM Jets Engine req’d: Turbine 140N
(bvmjets.com) Class (31–32 lb. thrust)
Type: Scale jet Radio req’d: 5-channel (rudder,
Wingspan: 65.5 in. (with throttle, elevator, aileron,
missile rails) retracts); no flaps
Wing area: 1,312.5 sq. in. Price: $7,749.99 (plus shipping)
(projected)
What We Like Great Planes P-6E Hawk

Electric Intermediate Pilot
Excellent parts fit and
quality The period between the wars produced some of the most beautiful
Outstanding MonoKote aircraft, and the P-6E from Great Planes is a prime example. We love
and painted scale trim its overall looks and style and the expertly applied MonoKote and
Pilot-friendly flight painted trim parts. Constructed of laser-cut balsa and ply parts,
characteristics the Hawk comes with all its main components ready to assemble.
Very easy and fast You can power it with either electric or glow power, and when it
assembly comes to the flying field, we are impressed with it performance. If
you like biplanes and warbirds, this is a two-for-one deal!
Specifications
Model: Curtiss P-6E Hawk
Manufacturer: Great Planes (greatplanes.com)
Type: Scale 1930s’ biplane
Wingspan: 43.5 in.
Weight: 3 lb. 8 oz.
Power req’d: 42-50-800 outrunner brushless
Price: $250.00
Freewing/Motion RC
A-6 Intruder EDF Jet
Jet Intermediate Pilot
Perhaps one of the most impressive electric jets that we’ve seen,
this A-6 Intruder is made of durable EPO foam and adorned with
scale VA 85 USS Forrestal waterslide decals. We took notice of
the many scale details the A-6E has. We think that the quality and
workmanship are outstanding, and everything from the landing
gear to the scale pilot busts are perfect for a jet of this size.
Recommended for intermediate pilots, the A-6 does not require a lot
of assembly experience; just add a battery and radio to complete.
Specifications
Model: A-6 Intruder Wing loading: 24.9 oz./sq. ft.
Manufacturer: Freewing Power incl’d: Brushless
Distributor: Motion RC outrunner w/ 80mm fan unit
(motionrc.com) Radio req’d: 6-channel What We Like
Type: Electric jet Price: $299.00
Ultra-scale detail
Wingspan: 46 in. Excellent flight
Wing area: 484 sq. in. performance
Weight: 5 lb. 4 oz. Made out of
durable foam
FMS/Diamond Hobby
Kawasaki Ki-61
We like airplanes that are out of the ordinary, and the new Kawasaki
Ki-61 “Tony” is just that. We think that the Ki-61 is an excellent
design, coming with all the servos and electronics installed. We
appreciate that the rudder and elevator control rods also come
installed in the fuselage already connected to the servos. Also
impressive is that the servo leads coming from the main wing
are cleaned up in a connection block that sits perfectly in its
provided slot. And when it comes to flight performance, we are not
disappointed.
Specifications
Model: Kawasaki Ki-61 Weight: 41 oz.
Manufacturer: FMS Wing loading: 25.1 oz./sq. ft.
(fmsmodel.com) Motor incl’d: Brushless What We Like
Distributor: Diamond Hobby 3648Kv 770 Compact speedy
(diamondhobby.com) Radio req’d: 6-channel warbird
Type: Foam warbird (ailerons, rudder, throttle, Minimal build time
Wingspan: 39.2 in. elevator, flaps, retracts) Comes with flaps and
Wing area: 235 sq. in. Price: $159.99 retracts
Great Planes P-51 Sport

Glow Intermediate Pilot
What’s not to like about an almost-ready-to-fly plane that comes
partially built with all the pieces and hardware to get it ready to fly?
We think that its balsa-and-ply construction with factory-applied
MonoKote covering and fiberglass cowl make this a very quick build.
After test flying, we think that it is ideal for intermediate fliers. It
performs as if it’s on rails.
Specifications
Model: P-51 Mustang Sport Fighter
Manufacturer: Great Planes (greatplanes.com)
Distributor: Hobbico (hobbico.com)
Type: WW II sport flier
Wingspan: 52 in.
Weight: 90 oz.
What We Like
Wing loading: 23.56 oz./sq. ft. Smooth and precise
Motor req’d: .46–.55 2-stroke, .70 4-stroke, or electric RimFire 32 sport flier
Radio req’d: 4-channel Ready for glow or
Price: $139.98 electric power
Great fit and finish
with a nice scale look
MAY 2016 23
What We Like Hangar 9 P-51 Mustang
Great scale looks
Sport 8cc
SAFE Technology and Gas Intermediate Pilot
three flight modes
Ideal for low-time pilots, this Mustang/trainer/sport flier is bind-
Evolution 8cc gasoline
and-fly (BNF), and all of its equipment comes installed and ready to
engine, factory
bind to your DSM2/DSMX-compatible transmitter. We like how easily
installed
and quickly this sport plane goes together. Made out of built-up
balsa and plywood and covered with UltraCote, we love how this gas
trainer performs.
Specifications
Model: P-51 Mustang Sport 8cc BNF Gas Trainer
Manufacturer: Hangar 9 (hangar-9.com)
Distributor: Horizon Hobby (horizonhobby.com)
Type: Gas trainer/sport warbird
Wingspan: 54.7 in.
Weight: 6 lb. 6 oz.
Power incl’d: Evolution 8cc gasoline engine (installed)
Radio req’d: 6-channel w/ Spektrum DSM2/DSMX
Price: $399.00
Top Flite P-47 Razorback

Gas Advanced Pilot
Everyone pays attention when a giant-scale warbird fires up on the
flightline, and this giant-scale Jug is no exception. We are impressed
T
BEST FIRS with the fit and finish of all the major parts and subassemblies, and
GIAN T ! we are pleased with the quality of the factory-applied covering. All
the control surfaces come with hinge point–style hinges, and we are
equally impressed how the Robart retracts and the DLE 61cc gas
engine bring this classic warbird to life.
Specifications
Model: P-47 Razorback
Manufacturer: Top Flite (top-flite.com)
Distributor: Hobbico (hobbico.com)
Type: ARF WW II warbird
Wingspan: 85 in.
Wing area: 1,329 sq. in.
What We Like Weight: 21 lb. 6 oz.
Excellent fit and finish Wing loading: 37.06 oz./sq. ft.
Quick assembly time Power req’d: 50–61cc gas or RimFire Power 65cc 160Kv
Big fuselage hatch electric motor
Robart electric Radio req’d: 6+-channel
retracts available Price: $749.99
What We Like Avios/HobbyKing

Excellent looks
Hawker Sea Fury
Quick assembly Electric Intermediate Pilot
Pre-installed flaps,
Molded from EPO foam, the Sea Fury has clean, defined panel lines
retracts, drop tanks,
molded into the airframe, giving it a nice scale appearance. We like
lighting
the clear plastic canopy and pilot bust, which come installed on the
4- and 5-blade prop
magnetically attached battery hatch. The servos and electronics
setups provided
come installed, and the plane can be assembled quickly. We love
the flight performance of the Sea Fury and are impressed with its
included flaps, retracts, drop tanks, and lighting system.
Specifications
Model: Hawker Sea Fury
Manufacturer: Avios
Distributor: HobbyKing (hobbyking.com)
Type: ARF WW II warbird
Wingspan: 47.2 in.
Weight: 74 oz.
Motor incl’d: 3648-600Kv brushless
Price: $159.00
What We Like HobbyKing C-47 Skytrain
Quick, easy assembly
Lots of scale details Who doesn’t like twin-engine warbirds? Constructed out of molded
Counter-rotating props EPO foam, the C-47 Skytrain from HobbyKing comes nicely painted
and electric retracts in a matte-finish olive drab and gray color scheme. We are pleased
that there are a choice of markings. Control surfaces are hinged,
and all eight servos are factory installed. The two motors are
installed inside the nicely deta iled cowls on the nacelles, just
in front of the installed, forward-retracting electric landing gear.
We are impressed with the included counter-rotating, 3-blade
propellers, which cancel out torque-induced turns.
Specifications
Model: C-47 Skytrain Plug-and-Fly
Manufacturer: HobbyKing (hobbyking.com)
ENDLY Type: Sport-scale twin
PILOT-FRI Wingspan: 63 in.
TWIN! Wing area: 760 sq. in.
Weight: 77 oz.
Motor incl’d: Two 960Kv brushless outrunners
Radio req’d: 6-channel (aileron, rudder, elevator, throttle,
retracts, flaps)
Price: $219.00
Phoenix Model
Spitfire Mk2
Glow Intermediate Pilot
When it comes to an easy build, we have to say that this Spitfire
from Phoenix Model does not have a single part that doesn’t
fit perfectly or darn near it. Coming with landing gear, wheels,
fuel tank, pushrods, hardware, and a decent instruction manual,
we think that the Spitfire is a sweet machine. It looks great, is
extremely maneuverable, and flies light, and we love how easy it is
to land. The electric retractable gear work flawlessly, and the flaps
are very effective.
Specifications
Model: Spitfire Mk2 Wing loading: 28.18 oz./sq. ft.
Manufacturer: Phoenix Model Power req’d: .46–.55 2-stroke,
(phoenixmodel.com) .52 4-stroke, or 1000–1400W,
Distributor: Tower Hobbies 480Kv brushless outrunner
What We Like (towerhobbies.com) Radio req’d: 6-channel (rudder,
Quick build Type: ARF sport scale aileron, elevator, throttle,
Excellent quality WW II fighter retracts, flaps)
Greased landings Wingspan: 55 in. Price: $159.99
every time Wing area: 565 sq. in.
Weight: 7 lb.
E-flite UMX
PT-17 Stearman
Sometimes you just want to go out and fly without having to spend
time assembling your model. This easy-to-fly 4-channel biplane
comes with the AS3X stabilization system, so when you do fly it, it
feels like a bigger airplane. We’re impressed with it weighing just
1.7 oz. and still offering excellent performance, agility, and stability.
With a couple of extra battery packs, we enjoy flying this mini
Stearman a lot.
Specifications
Model: UMX PT-17 BNF
Manufacturer: E-flite (e-fliterc.com)
Type: Park flier
What We Like Wingspan: 15.3 in.
AS3X technology Wing area: 67.5 sq. in.
Beautiful scale looks Weight: 1.7 oz.
and awesome detail Wing loading: 3.63 oz./sq. ft.
100 percent ready to Motor incl’d: Ultra micro, brushed
fly right out of the box Radio req’d: 4-channel DSMX/DSM2 compatible
Price: $99.99
Hobby People P-47 Thunderbolt EP RTF Specifications
Model: P-47 Thunderbolt
Electric Intermediate Pilot Manufacturer: Hobby People (hobbypeople.net)
If you are looking for a Jug to add to your warbird hangar, then we think the Hobby People RTF P-47 Distributor: Global Hobby (globalhobby.com)
Thunderbolt EP with retracts is a sweet deal. Made out of EPO foam, it is simple and fast to assemble, Type: WW II foam warbird
and it has a potent power system. All the servos are installed, and if you want some added performance Wingspan: 41 in.
options, flaps are available separately. With good flight performance, we think that the Thunderbolt is Wing area: 288 sq. in.
rugged enough for most low-time pilots. And if you do have a hard landing, the P-47 is easily repaired and Weight: 36 oz.
replacement parts are readily available. Wing loading: 18 oz./sq. ft.
Motor req’d: 3536-size outrunner
Radio req’d: 5+-channel
Price: $174.99 (RTF)
What We Like
Well detailed
Power system gives
great performance
Retracts are included
and installed
WHAT MAKES AN AMA MEMBERSHIP

SUCH A GOOD DEAL FOR $75
Flying models is a safe activity. But sometimes accidents can happen involving
people or property. Enjoy peace of mind flying by knowing the AMA has you
covered. It would cost you $1,000 a year or more to buy this insurance on your
own. And you’re covered whether you choose to fly at an AMA club field, park,
backyard or wherever. Just join the AMA, fly for recreational fun and operate
within the AMA National Model Aircraft Safety Code.
MEMBER INSURANCE BENEFIT IF YOU PURCHASED IT

$2.5 Million Liability Umbrella $400 or more a year
$25,000 Medical Coverage $600 or more a year
$1,000 Fire and Theft Coverage $30 or more a year
E-flite UMX P-47 Thunderbolt Specifications
Model: UMX P-47 BL BNF Basic
Electric Intermediate Pilot Manufacturer: E-flite (e-fliterc.com)
We always have fun with small molded foam fighters, but the new Distributor: Horizon Hobby (horizonhobby.com)
UMX P-47 ultra-micro warbird from E-flite is one of our favorites. It Type: Ultra-micro warbird
flies with the feel of a larger warbird but without the higher wing Wingspan: 19.0 in.
loading. With its patented AS3X stabilization system, the P-47 offers Wing area: 69 sq. in.
4-channel control with factory-installed Ultra micro linear servos. Weight (ready-to-fly): 3.35 oz.
We’re impressed with effectiveness of the control surfaces and how Wing loading: 6.99 oz./sq. ft.
graceful it performs the aerobatics typical of a WW II fighter. Motor incl’d: 180BL brushless outrunner
Price: $129.99
What We Like
Gorgeous replica of
iconic fighter
Ready to fly out of
the box
Respectable flight
times from the
200mAh battery
AMA STANDS UP FOR YOUR RIGHT TO FLY

Our work with Congress helped establish the Special Rule for Model Aircraft, exempting
recreational flying from regulation. And the FAA considers our National Model Aircraft
Safety Code as the legitimate means of flying for recreational fun. Your membership
helps support AMA’s effort to keep model flying free of regulation.
MORE VALUABLE BENEFITS OF MEMBERSHIP

Enjoy Model Aviation, a monthly magazine featuring “how-to” articles, columns, product
reviews, member features, district and industry news and an event calendar. Or choose
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What We Like FMS/Diamond Hobby
Excellent scale fidelity
P-40B Warhawk
Shock-absorbing, Electric Intermediate Pilot
rotating, retractable
While this is actually the second version of the P-40B that FMS has
metal landing gear
released, it is a completely new model with many new features. We
Retractable tailwheel
like this model as it includes shock-absorbing, 90-degree-rotating
All components
metal main landing gear; a retractable tailwheel; split flaps; and
factory installed
quality ball-link clevises on all control surfaces. It is a good value,
with installed 17g metal-geared servos, a 70-amp speed control
(with 5A BEC), and an installed 4258-650Kv brushless motor and
navigation lights. It will bring the Flying Tiger out of any RC pilot!
Specifications
Model: P-40B Warhawk
Manufacturer: FMS (fmsmodel.com)
Distributor: Diamond Hobby (diamondhobby.com)
Type: Scale warbird
Wingspan: 55.1 in.
Wing area: 522.3 sq. in.
Weight: 5 lb. 5 oz.
Radio req’d: 6-channel (minimum)
Price: $209.99
What We Like Durafly P-40N Warhawk

Exceptional scale
looks and details The most difficult part of the Curtiss P-40 was deciding which set
Set up for 3- or 4-cell of aircraft markings to apply. You have a choice of U.S. Army Air
LiPo battery Forces, British Royal Air Force, Soviet Air Force, Netherlands East
Functional bomb drop Indies Air Force, and the Royal Australian Air Force markings. We
are impressed with the overall quality of this Warhawk and its
reinforced EPO hinged control surfaces. We get a real bang out of
the functional bomb drop!
Specifications
Model: Curtiss P-40N Warhawk 1100mm (PNF)
Manufacturer: Durafly (durafly.com)
Distributor: HobbyKing (hobbyking.com)
Type: Scale warbird
Wingspan: 43.3 in.
Weight: 3 lb. 3 oz.
GET
GREAT BUD Wing loading: 14.13 oz./sq. in.
FLIER! Radio req’d: 6-channel min. (7 w/ bomb drop)
Price: $159.03
What We Like E-flite T-28 Trojan

AS3X stabilization
BNF Basic
Dual servo flaps, Electric Intermediate Pilot
installed and
One of our all-time favorite military trainer aircraft, the T-28 is hard
functional
to beat. It goes together quickly, and everything comes installed,
Retractable electric
only needing to be connected to the receiver once the wing is
landing gear, installed
attached. We are impressed that the DSMX receiver is also included.
We think that the AS3X stabilization system is a real plus, and with
its operational flaps and retracts, we really love the way that this
Trojan gets around the traffic pattern.
Specifications
Model: T-28B Trojan 1.2m BNF
Manufacturer: E-flite (e-fliterc.com)
Type: Sport scale park flier
Wingspan: 48.2 in.
Weight: 55 oz.
Motor incl’d: BL15 brushless outrunner
Price: $279.99 J
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P-39 Airacobra .20 SAVE Brushless 4-Ch.
Almost Ready To Fly $
3 0 00 With Electronics
20-Size Wingspan: 54.5in Ready To Fly

EP Warbird SAVE № 117227
On Sale $
40 00 Reg. $179.99
№ 160032
Reg. $129.99 Wingspan: 48in 99 99 13999
P-51B Mustang 46 Tuskegee ARF Superfly-V RX-R Brushless 4CH No TX/RX/Batt/Chr
ly $179.99 . . . . . . . . . . . SALE!
№ 159812, Regularly 14999 № 117228, Regularly $129.99 . . . . . . . . . . . SALE! 9999
Taipan 60-90 EP/GP Precision Aerobat ARF, Blue Quest EP RTF 2.1M Electric Sailplane, EPO Foam
ly $219.99 . . . . . . . . . . . . . SALE!
№ 160009, Regularly 14999 № 117217, Regularly $219.99 . . . . . . . . . . . . SALE! 17999
Dauntless SBD 46 Size EP/GP Waco Biplane EP Rx-R BL (No Tx/Rx/Bat/Chgr)
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Prices effective Mar. 1 to Mar. 31, 2016.
Flight Test
SPECIFICATIONS
NAME: Dauntless SBD-5
MANUFACTURER: Legend Models
DISTRIBUTOR: JB Hobbies (jb-hobbies.com)
TYPE: WW II attack aircraft
LENGTH: 59 in.
WINGSPAN: 81.1 in.
WING AREA: 1,017 sq. in.
LEGEND MODELS WEIGHT: 256 oz.

WING LOADING: 36.25 oz./sq. ft.
Dauntless
POWER REQ’D: 3000-watt outrunner, 30cc
gas, or 1.60 glow
RADIO REQ’D: 8+-channel
PRICE: $460.00
SBD-5
GO BIG WITH THIS SLOW BUT DEADLY
GEAR USED
RADIO: Spektrum DX18G2 w/ AR9000
(spektrumrc.com); seven mini servos and
three standard servos
MOTOR: E-flite Power 160 (e-fliterc.com),
Castle Creations HV 160
GIANT-SCALE DIVE-BOMBER (castlecreations.com)
BY MIKE GANTT PHOTOS BY JOHN REID BATTERY: Hobby People 5S 4500mAh
30C (hobbypeople.net); Spektrum 5-cell
2150mAh receiver pack
PROP: 19x10 APCe
THE SCOUT BOMBER FROM DOUGLAS employed during World War II
is called the Dauntless, and the most produced variant, the SBD-5,
was constructed at Douglas’s new Tulsa, Oklahoma, plant, where HIGHLIGHTS
some 2,400 were produced. This version had a 1,200hp engine and Highly detailed subject
Gas-, glow-, or electric-power options
increased ammunition capacity. A few were shipped to the British
Giant-scale size presents well
Royal Navy’s Fleet Air Arm, but these were never used operationally. Docile flier
France and Mexico also took delivery of a small number of these
planes back in the day. Currently, there are only a few remaining
Dauntlesses in flying condition, and luckily, one of them is local to me. Seeing a full-scale
airplane in action is simply enchanting, and recently, Legend Models has released a giant-
scale version of the SBD-5 for warbird fans. With a wingspan more than 80 inches, this plane
has a full host of details for discerning modelers. The airframe is built out of balsa and light
plywood and covered in a printed PVC film. I know the shelf-paper jokes are out there, but this
material is quite tough and has hardly wrinkled at all. Options are always welcome, and the
Dauntless can be powered your way with either an electric or a fueled powerplant. Both have
their advantages, and I opted for the electron eater instead of the gas or glow guzzler.
flight test Legend ModeLs dauntLess sBd-5
UniqUe featUres
Landing-gear options are also available.
Fixed gear is included, but electric retracts
(available separately) are definitely the
way to go as they help flight cleanliness
and boost the realism factor. Minor work
was required for the “e-tract” installation,
and no radio programming was required.
It literally is plug-and-play. The included
instructions are minimal with few photos
and words, but experienced modelers/
builders will be able to figure things out. Ten
servos are needed: seven “mini” size and
three “standard” size. All of mine required
some wood removal to fit well, and I used Above left: The fiberglass cowl is factory painted, and the radial engine look is included. Above right: The laser job
is clean-cut with lightening holes and servo location options. Below: The wing section size is impressive. A plane
hex-head fasteners in lieu of the supplied
holder like this one proved quite helpful.
servo screws. Of the 10 actuators, all but
one will need servo extensions. I used
two 36-inch extensions, eight 12-inch
extensions, a single 6-inch extension, and a
few Y-harnesses. Now, allow me to explain
why we have all this wiring: In the wing
alone, there are preinstalled functional flaps
and airbrakes, the aforementioned retracts,
and ailerons. The fuselage carries the one
rudder servo and two elevator servos, along
with a throttle servo if you chose a gas
or glow engine. This might sound
daunting, but when you see the
airbrakes deploy, your smile will be
big like this plane. The included hardware
is simple and features threaded rods and
clevises, plastic control horns, aluminum
wing and elevator joiner rods, and plenty bombardier in place and allow for quick and its “mechanism” also add to the scale
of screws. All hinging minus the rudder interior access. The actual accessible area appeal. You could take the model to the next
was performed at the factory. When you is quite big and will easily accommodate level with a sweet-looking variable-pitch
add the rudder to the empennage, you will batteries or a fuel tank. Someone has to 3-blade propeller, which is also available
also install the steerable tailwheel. Up front, watch the plane’s six and so a tail gunner is from the supplier.
there is a painted fiberglass cowl and plastic provided, as are his twin machine guns. The
radial engine facade that covers the motor/ faux .50-caliber weaponry is made from a
engine, and six screws and some glue keep combination of laser-cut wood and plastic.
them in place. The access hatch and cockpit Glued up and painted, these look cool. An
use magnets, which hold the included pilot/ antenna, arrestor hook, and a sling bomb
I removed the tail gunner and guns prior to my test flights. There is a lot of room under the magnetized hatch. This is a good shot of the perforations on the flaps
They add 5.5 oz. aft of the center of gravity, and without and airbrakes and of the printed covering.
them, the Dauntless balanced perfectly.
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FLIGHT TEST DAUNTLESS SBD-5
IN THE AIR
Field assembly of the Dauntless takes a
few minutes. A table and a “plane cradle”
are very helpful and will hold the plane
while you insert two bolts to keep the wing
halves attached to the center section and
fasten the two nylon screws, which anchor
the wing to the fuselage. When joining the
wing to the fuse, I found that my receiver fits
through one of the fuselage servo cutouts. I
now simply leave the many wing actuators
plugged into the receiver permanently. A
piece of Velcro keeps my guidance unit safe
during flight. This keeps my wire fumbling THE LARGE WING AND TAIL AID THE PLANE’S
to a minimum as I only need to insert four of STABILITY AS THE DAUNTLESS FEELS VERY SOLID
the servo leads when I want to fly this bird. AND DEMONSTRATED NO BAD HABITS OR SURPRISES.
Once prop power is applied and the airscrew
starts spinning, the Dauntless gets rolling
quickly and departs faster than expected.
With about 168 watts of input power per down the plane. Taxiing back to the pits was edge, which turned out to be fine. The large
pound, the power loading is positive. Lining easy as the model rolls well on its wheels. wing and tail aid the plane’s stability as the
up for landings isn’t a chore at all, and the Dauntless feels very solid and demonstrated
descent is easily managed with elevator and GENERAL FLIGHT PERFORMANCE no bad habits or surprises.
throttle. After touchdown, I hit the airbrakes, Stability: I started with a center of gravity Tracking: Large empennage surfaces are a
and that not only looks cool but also slows located at 133mm from the wing’s leading huge help here, and as a result, the tracking
is very good. After trimming, the Dauntless
tracked well, cruising across the horizon
while looking great.
Get wired Aerobatics: While not meant to do
showstopping, jaw-dropping maneuvers,
Assembly of the Dauntless the plane will do respectable rolls and loops
includes running plenty of wires and combinations of the two. To be honest,
through the airframe. A little it looks better strafing by with an occasional
planning and patience will go a
victory roll mixed in.
long way and help you enjoy your
model for many happy flights.
Glide and stall performance: This is a warbird
with a wing loading in the mid 30s, so it
A-to-B: Try to envision where and shouldn’t be expected to float around in the
how the wiring can be routed most air. With power off and the nose down, it will
easily and effectively. Accuracy glide straight ahead just fine, but you might
pays off, so it’s a great idea to use want to power up in the turns. Entering
a tape measure, a ruler, or even a a stall begins with the nose nodding off,
piece of string to calculate servo followed by control mushiness. I typically
extension lengths. Having the power back up at this point.
appropriate lengths of wiring here
will help eliminate excess clutter
and weight, which is a win-win.
PILOT DEBRIEFING
Security: Standard protocol Giant-scale warbird fans will enjoy the looks
is to protect servo leads and and flight of this cool-looking subject.
extension connections from
separating. If a separation occurs BOTTOM LINE
during flight, the results could be After a couple of week’s worth of evenings
catastrophic! When joining a servo (about 40 hours), the Dauntless was
connector to an extension, always together and ready for a test hop. While not
use servo safety clips, a length of a difficult assembly, it was time-consuming;
shrink tubing, thin wire, or dental
this is a large model, requiring a large work
floss to tighten up and keep your
leads from coming apart.
area, and you’ll use plenty of modeling
Strafe, not chafe: If your wires tools and supplies. The results speak for
will be in close contact with the airframe itself or any of the various not-so-smooth themselves, and there is sure to be plenty of
surfaces within it, you need to address these areas to prevent the inevitable rubbing of talk about this model airplane when it shows
the wire’s insulation. When the insulation degrades and bare wire becomes exposed, a up at the field. Those boats and Zeros better
short can occur. Not good! Rubber grommets are easy to add in airframe holes and will beware when a heavy-metal Dauntless is
prevent problems. Likewise, you could wrap your wire in wire loom for peace of mind. in the air! J
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©2016 Horizon Hobby, LLC. E-flite, Carbon-Z, Serious Fun, Bind-N-Fly, the BNF logo and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. P3 Revolution, Prometheus P2 and associated logos and body designs are trademarks or registered
trademarks of Code Supplies, Inc., and are used under license by Horizon Hobby, LLC. All other trademarks, service marks and logos are property of their respective owners. Actual product may vary slightly from photos shown. 51686
Radio Review
FrSky Taranis X9D Plus

An AmAzingly powerful computer rAdio At A budget price
TeXT anD PhoToS by Jim Ryan
If you’re an RC’er who likes flexibility and the ability to configure your hardware to your particular tastes, the FrSky
Taranis X9D Plus is the radio that you’ve been looking for. Control assignments, transmitting format, and even the
internal firmware can be tailored to fit your individual tastes, all at an amazingly low cost.
notable Features signal degrades. That said, if you’d like to

On the surface, the Taranis X9D is use the Taranis with your existing DSM2 SpecificationS
an ergonomically designed 2.4GHz or DSMX receivers, the X9D also includes a model: taranis X9d plus
manufacturer: frSky (frsky-rc.com)
transmitter capable of up to 16 channels. module port that will accept Spektrum or
Distributor: HobbyKing
The transmission format is FrSky’s OrangeRx transmitter modules.
(hobbyking.com)
successful ACCST frequency-hopping The firmware is one of the most Type: 16-channel 2.4gHz computer
spread spectrum, and it’s compatible interesting features of the Taranis. The radio
with FrSky’s X series, D series, and V8-II radio uses the excellent OpenTX firmware Price: $209.99
series receivers. With X and D series (open-tx.org). OpenTX is an evolving
receivers, the Taranis can receive real- open-source product, and you can flash HigHligHtS
time telemetry and will warn you if the future updates to your transmitter to -> clean, ergonomic design
-> fully programmable switches and
The Taranis X9D Plus is an functions
outstanding computer radio -> unlimited programming options
that offers almost unlimited -> excellent value
flexibility for programming
and setup.
keep it up to date. You can also tailor the
firmware to remove features that you don’t
want. If you’re a developer, you can even
edit the open-source firmware on your
own; it’s the ultimate in operator flexibility.
While not bundled with the Taranis,
OpenTX has a desktop utility called
Companion9x, available in Windows, Mac,
and Linux versions. This app allows you to
install firmware updates and edit model
programs using your laptop computer.
It’s hard to imagine outgrowing
this radio. The X9D has 16 channels,
nine flight modes, 60 internal model
memories (with more on the SD card),
and a mind-boggling 64 program-
mable mixers. There’s a receiver-
lock feature to keep you from taking
off with the wrong model memory
selected, and the transmitter
provides voice and vibrating
prompts. The large display is easy
to read, and you can change the
display tint depending on whether
you’re flying in bright sunlight,
indoors, or at night.
Front
The front of the radio is dominated by a
large backlit LCD display. A variety of
two- and three-position switches, sliders,
and knobs are provided, and all can be
configured to control any function of your The internal layout is well thought out. The
choice. The radio offers both voice and motherboard, gimbals, and switches are in
the front shell, while the radio frequency
vibrating prompts to keep you informed board, antenna, and connector ports are
of parameters such as flight time, low- in the back. You can easily change
voltage alarms, and selected flight modes. the throttle stick from ratchet
to smooth (friction) style,
The quadruple-bearing stick gimbals are
and you can program the
very smooth, and stick length and tension sticks for any control
are adjustable. mode (mode 2 is
default).
BACK
The back of the radio has a port for
alternate transmitter modules, like
Spektrum and OrangeRx. Below the
module port, there’s a trainer/
simulator port, a mini-USB
port for connecting to your
computer, and a headphone
jack if you want to use earbuds
to better hear the voice prompts.
Inside the battery hatch, there’s a
microSD card slot, which effectively
gives you an unlimited number of
model memories. The Taranis will operate
on anywhere from 6 to 15 volts, so you can
replace the stock 6-cell NiMH pack with a
3S LiPo pack if you want longer endurance.
No wall charger is supplied, but because
the charge circuitry for the NiMH pack
is internal, you can connect any 12-volt
power supply to the charge jack and the
radio will correct for polarity. The X9D’s mixer capability is truly
amazing. With 64 programmable mixers,
PROGRAMMING AND OPERATION you’re unlikely to ever run out. Telemetry-
Programming a model into the Taranis is capable receivers, like my X8R, include
straightforward. You can use the setup a jumper so that you can select the
wizards or enter the settings manually binding mode. Once bound, the receiver
(the helicopter wizard is not yet active, is assigned to that model memory,
but direct programming works fine). The making it nearly impossible to select the For my tests, I used the X8R telemetry receiver. This
wizard will ask questions about the basic wrong model. excellent receiver features dual remote antennae,
and you can link two together to get a full 16 channels
model setup—such as whether it has flaps The radio offers the usual options for
of functionality. The Taranis receives real-time
and the tail configuration—and this will fine-tuning controls, including multiple telemetry and will warn you if any parameter goes
give you a head start in fine-tuning the rates, expo, and adjustable endpoints. out of tolerance.
settings. You can assign pretty much any These can be adjusted on the radio itself or
function to any switch, set multiple timers, via the Companion9x app. easily accessible. Because functions can
adjust the trim steps, and do just about In operation, the X9D is comfortable be assigned to any switch, there’s no
anything else you can imagine. to hold, and the switches and sliders are problem with groping for a switch that’s in
an inconvenient location. Flight timers can
be activated by throttle or by an assigned
switch, and the timer can give voice alerts
every minute. In all tests, the radio has
been absolutely reliable.
BOTTOM LINE
Because of the completely open
programming structure, the Taranis
X9D Plus requires a little more study and
initial setup than some other computer
radios. The menus might seem less
intuitive than those for more traditional
transmitter designs, but once you master
the programming and operation, there’s
almost nothing the device can’t do. All this
The large backlit display is easy to read, even at a glance. The tint and brightness are adjustable, and six buttons for a radio costing barely over $200. The
are provided for navigating from screen to screen. Taranis is a very impressive device. J
MAY 2016 39
Flight Test
FLYZONE
Seawind
EP Select Scale
FLYING FROM LAND OR WATER, THIS RECEIVER-READY
MODEL IS A WINNER BY NICK ZIROLI SR. PHOTOS BY NICK ZIROLI SR. AND TOM SMITH
WITH ITS CRASH-RESISTANT AEROCELL FOAM CONSTRUCTION, The sturdy retractable main landing-
installed motor and radio systems, retracts, detailed cockpit, and navi- gear legs are held in place on a pivot bar
gation and landing lights, this amphibious flier looks to be an outstanding with two screws on each leg. One more
screw holds each leg to a lift link on both
aircraft. I have enjoyed flying its predecessor, the Seawind EP, which
sides that pulls the legs and wheels up
was introduced nearly a decade ago, so I was eager to test this new and
and into the wing. These lift links are
improved, receiver-ready aircraft. also effective shock-absorber springs.
There’s a servo buried in the fuselage that
UNIQUE FEATURES nosewheel doors are operated by the strut, actuates the lift links. It’s easier to see
I expected the 56.5-inch-span Seawind and an over-center spring the holds the the operation in a photo than me trying
to arrive in a larger box than it did. It was doors open and closed. A vacuum-formed to describe it. It’s really very simple and
thoughtfully packaged in a colorful plastic skin covers the fuselage bottom works perfectly. Only one other assembly
8.5 x 15 x 43-inch box. All parts were from the step forward. step is required: to install the stabilizer
undamaged. The main attraction is the Farther aft on the top, the prototypical with one M3 x 16mm screw. Watch the
fuselage. Starting at the nose, you have to rear-hinged canopy is a nice touch. During hardware; there are 10 small screws in five
admire the robust, retractable nosewheel radio installation, it tends to hinder access sizes for various areas.
that’s made just for this model. It is to the cockpit and can be removed if The wings are well designed and well
operated along with the water rudder desired. Three screws attach it to the hinge. built. The hinging on both ailerons and
by a servo in the cabin area. When the Two support arms hold the cockpit open flaps are very scale. I was surprised to see
nosewheel is retracted, the water rudder enough for battery changes. Seats are the aft hinged frise-type aileron hinge
is extended and the nosewheel extends included (no pilot). A small squeeze bottle treatment. With the hinge line aft of the
the rudder retracts. Nosewheel steering is included for removing water that might aileron leading edge and on the bottom
is linked to the air-rudder servo. The enter the cabin area. when the aileron is deflected up to turn
toward that wing, the aileron leading edge toward the leading edge of the wing and
drops below the bottom surface creating a one facing up at the rear. There is a pocket
desirable yaw toward that wing. The flaps that matches these tabs at the fuselage.
are hinged below the bottom, so when Rotate the leading edge up so that the tabs
they are deployed, they create a slot and enter the pockets, and rotate the wing so
air over the top making a more efficient that it matches the fuselage root rib. Rotate
flap. All horns and pushrods are inside the the quarter-turn latch on the bottom at
wing. Control surfaces are all hinged with the trailing edge and the wing is locked
separate hinges, not just molded foam. in place—very clever. One other thing:
The wing mounting is unique. The wings Operating wingtip lights are included.
plug onto a carbon-fiber tube, as most Each wingtip has a red or green position
do these days. Slide the wing on to about light, a white strobe, and a landing light.
1/4 inch from the fuselage. On the end of These are on full-time with 6 channels but
the wing, there is a downward-facing tab could be operated off a separate channel if
The author poses next to the test pond with his

new Seawind. Nick used a 6-channel Tactic radio
for the review.
SPECIFICATIONS
MODEL: Seawind EP Select Scale Rx-R
MANUFACTURER: Flyzone
DISTRIBUTOR: Great Planes (greatplanes.com)
TYPE: Electric sport seaplane
WINGSPAN: 56.5 in.
LENGTH: 43.4 in.
WING AREA: 421 sq. in.
WEIGHT: 61 oz.
MOTOR INCL’D: 900Kv outrunner
RADIO REQ’D: 6-channel
PRICE: $229.99
GEAR USED
RADIO: Tactic TTX650 6-channel radio w/ TR625
receiver (tacticrc.com); seven installed servos
MOTOR: 900Kv outrunner, 40-amp speed control
(installed)
BATTERY: ElectriFly 3S 2200mAh LiPo
(electrifly.com)
PROP: 11.5x 6 (included)
HIGHLIGHTS
Unique features and well engineered
In the air quickly
Handles well on land or water
Very good retracts
With the cockpit/hatch cover removed, you have plenty of room for the radio gear and battery pack.
MAY 2016 41
flight test Flyzone Seawind eP Select Scale
Gear up and a few clicks of down-elevator

trim and i was very pleased with how well
the seawind performed.
one were available. I used the Tactic TTX650 6-channel

There is one item in this great airplane transmitter and Tactic TR625 6-channel
for which I don’t understand the reason for receiver to set up control directions and
incorporating. Why put one flap servo in throws. If you have dual-rate capability—
the fuselage rather than one in each wing? the Tactic does—use it. I also program
This is a rather large airplane and, in most 30 percent expo on all control surfaces.
cases, difficult to transport assembled. To That isn’t a lot but softens control around
have to disconnect and reconnect the flap neutral. I tack-glued the speed control to
pushrods to the servo inside the fuselage the left side of the cockpit with Zap Goo
is very inconvenient. Two extra servo leads and used hook-and-loop material to hold
would have been a lot easier. the receiver to the opposite side. The last
After the radio system was installed, item to check is that the motor rotation
The wing panels are easy to install and are supported

by a carbon-fiber wing tube. Locking tabs secure the
panels in place.
direction and the throttle control are not

reversed. When all is correct, install the
included 11.5x6 prop and spinner.
In the AIr
Now, I had a decision to make: whether to
test-fly off land or water. Because the lake
near my house is rather small, I decided
that the field would be the best choice. But
I couldn’t resist taking the few minutes’
walk to the lake to at least run it on the
water. I couldn’t have been more satisfied.
With plenty of power, the plane steers
very nicely. I ran it around for about five
minutes and, when back on shore, checked
A true amphibian, the Seawind comes with these excellent retractable landing gear. The nose gear also retracts for water in the cabin and found not a drop.
into the bottom of the fuselage/hull. No squeeze bottle required. If I had had a
FLIGHT TEST FLYZONE SEAWIND EP SELECT SCALE
Advanced Aero Inc.

Seawind 300C
This new Hobbico Flyzone offering might
look like some new high-tech, space-age
design, but the full-size prototype was
actually test flown back in 1982. The
Seawind is a four-place all-composite
200mph amphibian that stands out from
all others. Designed and sold as kits in
Canada, production was later moved to
the United States (in Pennsylvania). Much
time, money, and effort has been spent on
the Seawind 300C for certification for the
sale of production aircraft. I found that,
as of 2007, about 70 kit-built Seawinds
have been registered in Canada and the P H OTO CO U RT E SY O F WI K I M E D IA CO M M O NS
United States.
camera buddy with me, I probably would The landing was routine. The plane had wing loading, this is not a slow-fly airplane.
have flown it. a nice sink rate and flared to a smooth Tracking: What can I say? The Seawind
The next day at the field, it was a little landing. Due to the wind, I used half flap, goes where you point it. It tracks very well
windier than I would have liked, but 5/16 inch down, for this first landing; full on the ground, good on water, and very
I decided to fly anyway. The Seawind travel is 5/8 inch. The rugged main landing good in the air. There was a small amount
tracked perfectly down the centerline of gear is very functional, with about of pitch change with throttle speed, but
the paved runway. Factory setup of the 1/2-inch shock-absorbing travel. This is that can be compensated for with a little
rudder-to-nosewheel alignment was the best gear that I’ve seen on an ARF. up-elevator to high throttle mix.
perfect. A little up-elevator and it was in Aerobatics: Here, I was really surprised.
the air. Gear up and a few clicks of down- GENERAL FLIGHT PERFORMANCE Rolling maneuvers, split Ss, Immelmann
elevator trim and I was very pleased with Stability: I found that the Seawind was turns, and most other maneuvers that
how well the Seawind performed. The very stable at all flying speeds. Go to slow I have flown are easy with the Seawind.
high thrust-line angle was good, and very and it starts to get loose, but it gives plenty There’s plenty of power for large loops
little pitch change was evident, power on of warning. Just throttle up and fly out of that it tracks through, with very little
to power off. it. At more than 20 ounces per square foot correction. I even flew a couple of inverted
laps, which did require a healthy amount of
down-elevator.
Glide and stall performance: The Seawind
is not a glider. Fly it into a stall and it drops
a wing, but it’s easy to regain control.
When landing, keep the speed up and it
will be good every time.
PILOT DEBRIEFING
I have, so far, gotten a lot more enjoyment
flying the rather unorthodox Seawind than
I expected. My first Seawind flights were in
rather windy weather, during which it flew
fine. When I got it up in calm air and fine-
tuned the trims and throws, I found that it
flew even better.
BOTTOM LINE
Other than my comments regarding
the flap pushrod assembly, I can’t find
any faults with this model. It gets a lot of
attention on the field and in the air. I am
also impressed by how well the retractable
Nick better be wary of those landing gear work; with the gear retracted,
Florida alligators! the airplane’s aerodynamics really smooth
out. It’s a winner. J
Gallery
Pedro Sanchez’s F4F Wildcat

A stunning example of the Grumman fighter
TexT and PhoTos by Jerry Smith
A fine example of an early South Pacific WW II

warbird, Pedro’s giant-scale Wildcat, built from a
CARF-Models kit, looks great in the air or while
sitting on the tarmac between sorties.
W
ith its barrel fuselage he sanded them off and put on his own. He Works, based in Cleveland, Georgia. The
and rudimentary built the rest of the kit stock. Pedro powers company caters to modelers who want
retracts, the Grumman his Wildcat with the recommended engine, custom parts made that are not available
Wildcat is easy a Moki 250 (if you have never heard one on the market. Steve is brilliant at what
to recognize, and run, you are missing out on a treat!). The he does in problem solving and machining
Pedro Sanchez’s beautifully detailed big Solo prop with carbon-fiber blades parts. He started by gathering all he could
1/4-scale model is true to its Wildcat swings in a very large arc. The Wildcat in the way of pictures and information on
roots. Pedro purchased the 1/4-scale kit is flown with a DX18 radio using JR 8711 the Wildcat landing gear. One photocopy
from Vogelsang Aeroscale, an upscale servos with Fromeco battery packs for revealed a full front view of the gear with
German Fischer kit. This all-composite kit power. The Wildcat is a large airplane with the wheel. Knowing the size of the wheel,
is absolutely breathtaking and authentic a wingspan of 115 inches and comes in at he was able to develop a scale with which
looking with plenty of detail. He added a little over 50 pounds. It was painted with to measure the parts in the photo. Having
functional cowl flaps and a working Tamiya spray paint. a 3D printer, he modeled the parts with
pneumatic canopy, and he changed the Pedro would not settle for less than the software that came with the printer
surface detail ahead of the canopy. And 1/4-scale retracts for his Wildcat. None and produced plastic parts, which were
of course, a scale retract system was a were available on the market, so he turned breadboarded to study the travel of the
must. The rivet and screw detail ahead of to Steve Bavington for help. Steve has a gear struts. The real problem at this point
the canopy was too large for his liking, so small company called Bavington Machine was getting the hinge points in alignment.
Above: The instrument panel on the Wildcat is very simple, with few gauges. The
canopy opens and closes pneumatically.
Left: The five-cylinder Moki 250 swings a big prop. The scale spinner was
machined by Bavington Machine Works. Only one word is needed to describe
hearing it run: “Sweet!”
Below: The elevator hinges are fake. Pedro made them from plywood and glued
them in place for realism.
MAY 2016 47
Gallery Pedro Sanchez’S F4F Wildcat
When not aligned, considerable binding from aluminum. The sprockets and chain I have seen the Wildcat fly numerous
prevented free movement. Through much were purchased from McMaster-Carr. The times, and each time, it is a thrill. Pedro has
tweaking and trial and error, he succeeded. retracts are powered by a small geared his own special way of flying a warbird:
The plastic parts were then used as a motor, operated by a Dreamworks gear smooth and realistic. Each time that he
template for the machined and welded controller with its own power supply. This flies and lands the Wildcat, onlookers
aluminum parts. The wheel axle is all was not an easy project, but the model gather to ask questions, and Pedro loves
one piece and was machined and welded Wildcat’s retracts are now just like those this. In the spring, he will be headed to
in one piece. The shocks were welded on the full-scale plane. Steve also made Top Gun with his prize Wildcat to join the
and machined, as well: the upper being the Wildcat’s scale wheels and special competition, and I think he will have an
stainless steel and the lower machined prop spinner. excellent chance of winning.
The custom retracts are exact replicas of the ones on the full-size Wildcat and These wheels are scale and machined by Bavington Machine Works. The tires are
were designed and made by Bavington Machine Works. from an electric scooter wheel.
Flying Tiger
1400MM P-40B
PNP $ 359.99
Feature
√ New EPO Foam Technology, Lighter
yet stronger for better flying weight.
√ Retractable main and rear landing
gear.
√ Full scale split flap.
√ Ball Link connectors on all c ontrol
surface connections.
√ Newly designed servo box for ease of
$10 off adjustment of servo arms.
Additional items include √ New removable sliding battery tray.

when you pre-order 1 2 3 4 5 6 7 8 √ New 4258 KV 650 Motor, 17g Metal
Gear Digital servos, 70A ESC.
1. US$10 off directly. 3. A free FMS airplane cover. 5. A free souvenir--Blood chit. 7. Two free limited edition of Flying Tiger bracelets.
2. A free propeller. 4. A free FMS cap (summer version). 6. A free limited edition of Flying Tiger T-Shirt. 8. 10% chance of receiving a free Predator 4S2600/35C battery. √ Metal shock absorbing struts with
(5XL by default. Contact sales if you need different) (We will be randomly placing batteries in the boxes at the factory.) scale size big wheel.
FMS Butterfly 3D aerobatic

400mm of indoor fun 1100mm MXS
A new creative design from FMS is coming. With it ultra-light weight (less Introducing the all New 1100mm MXS 3D aerobatic plane from FMS
than 1oz) and speed, the Butterfly is great for flying indoors. On a calm Models. Designed for the Intermediate to advanced 3D pilot & Built
day you can even fly outdoors. specifically for 3D Flight, the MSX is sure to please even the most
capable of 3D pilots.
Everything you need is included in the box. Install the included AA battery
in the transmitter, charge the airplane battery. You are now ready to enjoy Painted in Bright Ye llow and Black, The New MXS is sure to get
RC indoor flying. attention at the flying field… Easy to assemble, built tough, & 3D
The FMS Butterfly maintains our consistent attention to r e a d y … . L o o k n o f u r t h e r t h a n t h e N e w M X S f r o m FMS M odels !
detail and product standards, high quality and yet delicacy
PNP $ 199.99
the Butterfly is reasonably priced and is a definite gift for
the veteran or beginner alike.
RTF $ 99.99
Specification
Wingspan 1100mm /43.3in
Overall Length 1080mm /42.5in
Flying Weight 1050g /37.1oz
Specification Motor Size 3536-KV1250
ESC 40A
Wingspan 400mm 9g digital metal gearr x 4
Servo
Overall Length 352mm Radio 4 Channel
Flying Weight 37g
CG (center of gravity) 70-80mm
Motor Size 0716 Coreless Motor (From Leading Edge))
ESC 3A Prop Size 11*5.5 2 blade propeller
Servo Linear Recommended Battery Li-Po 11.1V 2200mAh 35C
Radio 4 Channel
About 33mm
CG (center of gravity)
(From Leading Edge)
Prop Size 100mm
3.7V 180mAh
Recommended Battery
Lithium Polymerr Ba
Battery
B attery
sales@diamondhobby.com DiamondHobby LLC.553 Capital Circle SW Unit 4

CALL: 850-765-1132
Tallahassee FL 32304
diamondhobby.com
Gallery Pedro Sanchez’S F4F Wildcat
The cowl flaps

are functional and
are mixed and
deployed at half
throttle to help
cool the engine.
The handy hatch keeps switches and

charging jacks out of sight.
The retractable wing light is

available only from Meister
Scale. It is not an LED but an
incandescent bright light with
a yellowish cast. It is deployed
with the retracts and powered
by a 9-volt battery.
Some of the Wildcat

variants had four guns
and some six. They each
carried 450 rounds and
fired in short bursts to
conserve on ammunition.
Flight Test
FMS
A6M5 Zero
Big-scale features in a compact package
By Michael York Photos By JennY and Michael York
Most of MY favorite planes are

from the World War II era, and the Zero
is right up there among the top ranks,
so I was excited to have a chance to
review FMs’s new 1100mm PNP (plug-
and-play) A6M5 Zero.
It wasn’t that long ago that things
like retracts and flaps were only a
dream on models of this size. Not only
are they becoming more common,
but the scale details of these planes
are getting better each year as well,
allowing people with smaller flying
fields or budgets to enjoy what was
once reserved for much bigger planes.
the FMs Zero is packed with just
those types of scale features, and
because it is plug-and-play, everything
except a battery and receiver is
included. Even the contact cement
needed to glue on a few details is
in the box.
It’s really difficult to tell that this is a foam aircraft, even when flying
up close. This adds to the illusion of it being a much bigger aircraft.
With a little paint on the exhausts and
landing gear and some careful weather-
SPECIFICATIONS GEAR USED
ing, you’d be hard-pressed to distinguish
MODEL: 1100mm A6M5 Zero RADIO: Futaba 10CA w/ R617FS receiver
the FMS Zero from a much larger model. MANUFACTURER: FMS (futabarc.com)
DISTRIBUTOR: Diamond Hobby MOTOR: 3536Kv 850 brushless motor, 40A
(diamondhobby.com) speed control (installed)
TYPE: Scale BATTERY: Zippy Flightmax 3S 2200mAh 25C
WINGSPAN: 43.3 in. LiPo (hobbyking.com)
WING AREA: 311.5 sq. in. PROP: 10.5x7 3-blade (supplied)
LENGTH: 33.3 in.
WEIGHT: 45.2 oz.
HIGHLIGHTS
Scale appearance
Operational split flaps and retracts
BATTERY REQ’D: 3S 2200mAh 25C LiPo
PRICE: $199.99 Excellent flight characteristics
Straightforward assembly
MAY 2016 53
flight test FMS A6M5 Zero
It’s constructed of durable EPO foam, with

reinforcements throughout to keep flight
maneuvers crisp, and is painted in the
iconic dark green livery, complete with
molded-in panel lines. Six preinstalled
servos (two digital and four analog)
perform flight-control duties, while thrust
is provided by a scale-size 3-blade prop,
driven by a 3536Kv 850 brushless motor
and a 40A ESC (electronic speed control).
You supply a 3S 2200mAh 25C battery and
at least a 6-channel receiver/radio.
Though FMS recommends expert pilots
for this plane, in my opinion, nothing
is beyond the ability of the advanced I removed the cowl to show what is pulling this
Zero through the air. The motor shaft has a
intermediate flier. Excellent instructions,
hex base that the spinner fits into, ensuring an
easy assembly, and great flight easy and secure installation.
characteristics ensure success.
UniqUe featUres
The quick assembly starts with the two-
piece horizontal tail that slides in place
on a carbon tube and is secured with two
small bolts. Elevator halves are joined via
a square tube, which eliminates any need
to manually match the two halves. Simply
connect the clevis to the one control horn
and you’re done.
Usually there is a gaggle of wires to
connect in a multiservo wing, but FMS has
really made mounting the one-piece wing
easy thanks to a junction box that reduces
the six pigtails to just three (aileron, flaps,
and retracts). This allows you to use a
simple 6-channel radio or a more complex
system, and bypass any of the connections
to use separate channels for each servo.
The electric retracts operate flawlessly
and have inner doors that open/close with The inner gear doors really clean up the underside when retracted, and if you wanted to, it wouldn’t take much to
hide the servos with some painted tape. Here you can also see the simple slide rail mounting of the drop tank.
The tail only takes a few minutes to install and set up thanks to the square elevator There’s plenty of room in the easy-to-access radio/battery compartment. The
connector. Plus, it allows disassembly in the future. battery mounts onto a preinstalled plywood base and is secured using a hook-
and-loop strap.
FLIGHT TEST FMS A6M5 ZERO
the gear for a clean appearance. A center

drop tank adds to the overall scale effect
and simply slides into place on a plastic
rail for easy removal; as long as you don’t
fly the Zero around in reverse, it stays
put. I accidentally shut one of the inner
doors while sliding on the tank, and didn’t
notice it until I got airborne and retracted
the gear. Luckily, the gear is designed to
stop retraction when it gets resistance
Gear down and locked, max flaps, and a clear runway. The FMS Zero
is an easy warbird to land, so you won’t end the flight on a sour note.
THE FMS ZERO IS SUCH AN HONEST FLIER THAT I

FELT COMPLETELY COMFORTABLE FLYING IT AROUND
AT LOW ALTITUDES.
but still extends normally when com- if they were made out of EPO. They are
manded. No harm, no foul—other than a activated by digital servos that have been
little extra drag. factory-slowed to give the flaps realistic
This gives you an idea just how deceptively small the Speaking of drag, the split flaps are movement.
Zero is. Removal of the canopy is much easier with
the clear plastic strip and is really not noticeable molded out of plastic, which allows them Access to the battery/radio
once airborne. to be thinner and more scalelike than compartment is via the canopy, which
is held in place with both a magnet and
by friction-fit. There is a clear plastic
Weight a minute pull tab to assist in removal, reducing
possible wear and tear on the surrounding
As I mentioned, the Zero had an initial impression of being a bit weighty. The calculated foam. Despite being quite small and not
wing loading was obviously higher than a 3D plane, but from experience, I knew it was
noticeable in flight, I first considered
pretty much in line with a scale warbird of this size. I felt certain all would be fine, but
cutting it off for “scale” reasons. But after
what if you don’t have experience in typical wing loadings? After many years in the
hobby, I stumbled across a factor known as wing cube loading (WCL), which can be using it a few times, it’s definitely staying.
a better gauge on how a plane might fly than wing area loading. WCL can be thought One huge plus with electric planes
of as a scaling factor in that the calculation results in a number that can be used to is that they allow the use of scale-size
compare planes of any size, from micro indoor to full size. A wing area loading of say propellers without any performance
35 oz./sq. ft. for a plane like the FMS Zero would be extremely high and would fly like a penalty, and the Zero’s large 3-blade
lead sled, where the same loading on a giant-scale Zero would be right on the money, prop and spinner securely mount to the
so it might be hard for some to get a feel on that number alone. With WCL, the ready- motor’s shaft.
to-fly FMS Zero comes in at a factor of about 14, the same as the giant model. For The only gluing involved is on the
comparison, a 3D plane might be more around a factor of 7. So, with WCL, you can see
wing guns, pitot tube, and the antenna
that it’s much easier to get an idea of expected performance among aircraft types, no
on the canopy.
matter what their size. Obviously, this is just a quick intro to WCL, and there is much
more information available online as well as easy-to-use calculators. For those who like
to do it the old-fashioned way, here is the formula: WCL = W/A1.5 (weight [oz or g] divided IN THE AIR
by wing area [sq ft or dm2] raised to the power of 1.5). The Zero’s first flight was on a crisp but
calm afternoon. When first picking up the
plane with the battery installed, I thought
MODEL TYPE WEIGHT / AREA / WING LOADING WCL FACTOR
it felt heavy for its size, although it came
Flyzone INUM Elite Indoor flier 1.15 oz / 80.5 in2 / 2.1 oz/ft2 2.8
in almost exactly at the advertised weight
ParkZone Radian Powered sailplane 30 oz / 632 in2 / 6.8 oz/ft2 3.3
Multiplex ParkMaster 3D 3D park flier 21 oz / 450 in2 / 6.72 oz/ft2 3.8 of 44.8 ounces. After taxiing around a bit
Great Planes Revolver 70-inch Sport 9 lb / 832 in2 / 24.9 oz/ft2 10.4 to get the feel of the ground handling, I
FMS Sky Trainer 182 Sport/trainer 53.6 oz / 419 in2 / 18.4 oz/ft2 10.8 advanced the throttle and was surprised
Cessna 172 Full Scale Trainer (full scale) 2000 lb / 174 ft2 / 183.9 oz/ft2 13.9 just how quickly the plane left the runway.
FMS Zero 1100mm Compact scale 45.2 oz / 311.5 in2 / 20.9 oz/ft2 14.2 I guess I’ve been handling too many
Top Flite 50–60cc Zero Giant scale 27.5 lb / 1276 in2 / 49.7 oz/ft2 16.7 lightweight aerobatic planes lately because
E-flite Habu 32x DF Ducted fan jet 120 oz / 412 in2 / 41.9 oz/ft2 24.8 the Zero certainly didn’t fly heavy. A quick
climb to a three-“oops” altitude for some
handling tests confirmed that this is a
very stable plane. Disproving my weight
apprehensions even more was just how
well the plane flew in “scale” mode (read
“low and slow”). The slowed movement
of the split flaps prevented any rapid
ballooning when going from zero to full
deflection, and they do help to slow the
plane down. A bit of down-elevator was
required to maintain a steady descent
angle with max flaps. Touchdown and
rollout were a nonevent. And if you do
happen to scrape a wing tip, the tips
have no paint, so no one will know. I did
not get a chance to try out the “grass-
ability” of the gear because the field
hadn’t been mowed in a while, but I have
no doubt that it would do just fine on a
groomed strip.
General FliGht PerFormance

Stability: You’d never know that this is a
43-inch-span plane by how stable it flies.
Once trimmed, it easily flies hands off
from one end of the field to the other.
Tracking: Slow or fast, this plane is rock
solid. I never got the feeling that it was
going to surprise me in any way.
Aerobatics: I always try to fly scale
planes appropriately, and the Zero
performs all of the staple fighter moves
with ease.
Glide and stall performance: With the
gear and flaps extended, it can come
down in a hurry, making it perfect for
smaller fields. Stalls are straightforward
with a quick recovery.
Pilot DebrieFinG
I’m really falling in love with planes of
this size. They can be flown at just about
any field and don’t eat up a lot of sky,
so you can keep them close to admire
the scale details. The FMS Zero is such
an honest flier that I felt completely
comfortable flying it around at low
altitudes. This plane is a great addition to
any warbird enthusiast’s hangar.
bottom line
It doesn’t take long to get the “Zeke”
ready for its first sortie. And unlike
larger-scale counterparts, the 1100mm
size makes it easy to leave assembled
during transport, so you can maximize
your available flight time at the field.
With this A6M5 Zero, FMS has once
again provided a durable scale plane that
builds quickly and performs as well as it
looks. J
may 2016 57
Ultimate electrics
electric-power conversion of the Top
Flite Giant Corsair.
TexT and phoTos by John KauK
Power-system Decisions
Because this model was designed for
Calculated Conversion gas engines, there’s no manufacturer-

suggested electric-power system. When
O
there is a recommended system, I think
ne of the advantages of recently, but I’ve never flown a big F4U that’s the easiest and best route to take.
flying electric power today Corsair. I’ve been flying a small foam But starting at the beginning isn’t difficult
is that many designers and Corsair all year and have really enjoyed if you don’t mind doing some arithmetic,
manufacturers are taking the way it looks in the air, so that’s what and the process starts with a general
electric power into consideration and I’m going to do. guideline. In the article “Pick Your Power”
putting battery hatches and motor- The next step in the process is to work in the March 2016 issue of Model Airplane
mounting options into many of their through the available kits and almost- News, the authors suggest using watts per
wet-powered models. That said, there ready-to-fly (ARF) offerings to make a pound (W/lb.) for electric-power systems.
are still quite a few designed for only gas choice. Like many modelers, I’ve built The recommendation is 100 to 150 W/lb.
or glow power that can be converted to many kits and scratch-built planes from for large warbirds, and in my experience,
electric power with a little planning and plans, but these days, I mostly assemble I’ve found that to be true.
effort. I have recently started thinking ARFs. There are several good ARF versions Applying that guideline to the Corsair’s
about putting a new model in the hangar, of the Corsair available, and sorting specified maximum weight of 25 lb.
and this is the process I’ve gone through through them to make a choice can be results in a maximum power requirement
to get started. daunting. I prefer wooden construction of 3750W and a minimum requirement
over composites for ease in making of 2500W. If a motor choice is made
AirfrAme Decisions modifications and the inevitable repairs. that fits somewhere between those two
The first decision is probably the Because I’ll be using electric power, I want values, the plane should fly well. With an
easiest and most fun. Which plane is it the airframe to be as light as possible. A estimate of the total power requirement,
going to be? Everyone has a different minimum of factory-applied graphics it’s possible to make some decisions about
preference, and deciding can involve a makes for easy customization, for a final how those watts are supplied. Again,
lot of research and daydreaming. Lately, result that doesn’t look like all the rest. personal preferences come into play. These
I prefer World War II warbirds, and I like With these thoughts in mind and a couple days, many giant-scale electric fliers run
them fairly large. I’ve done a 1/5-scale of evenings reading manuals and spec currents of well over 100 amps (A), but
P-51B and a similarly sized Spitfire sheets on the Web, I decided to do an I try to keep max current to 75A or less.
The author’s 2002 conversion of a SIG

Four-Star 120 kit, powered by 25 NiCD
cells and a MaxCim 32-13Y geared motor.
The plane is powered today by the same
motor and an 8S LiPo battery, resulting in
a lighter plane with more flying time.
Here are the original plans in 2009 for the conversion of a Top Flite Giant P-51B involved an Astro Flight 8120 “Monster” motor prototype and this custom-machined
aluminum mount from Bob Boucher. Not all conversion motor mounts are as beautiful as this.
Without going into too much detail, voltage LiPo battery is. Those numbers narrow the handle it. That means that the search
losses increase with the square of the Corsair motor requirements to one that starts with motors that have a large
current, and high currents require heavier can produce between 2500 and 3750W diameter and length, and power specs
wires and connectors. In my experience, running on up to 12 cells, and maximum that fit within the calculated values. At
lower-current power systems just run current higher than 75A. this point in the process, I tend to spend
cooler and happier. Because watts are time on RC merchants’ websites, looking
the mathematical product of voltage and Find ThaT MoTor through available motors and making a list
current, dividing the maximum power The search for a motor that will work of possibilities. It might take some time,
number by my 75A maximum current isn’t as hard as it seems at first. For this but a list of candidate motors that includes
leaves a result of 50 volts (V). And that’s application, there’s a lot of power involved, motor constants and electrical specs is
about what the voltage of a charged 12S and it’s going to take a large motor to necessary for the next step.
Mount extensions like these come in handy for

electric-power conversions as long as they’re sized
properly. This E-Flite Power 110 on 8 LiPo cells provided
power of 165 W/lb. in a Hangar 9 Funtana 90S.
MAy 2016 59
ultimate electrics
XPS X10+ Channel eXPander

One of the products from Xtreme Power Systems (XPS) that I use
in all of my big models is the X10+ Channel Expander. The X10+
allows me to use a small 6-channel XPS Nano receiver in a serial-
data mode to drive servos on as many channels as my transmitter
is capable of sending. It also includes a voltage monitor, programmable
fail-safe settings, and a robust servo bus that can be wired with up to
10-gauge wire for abundant power to the system.
XPS’s own Nano, Nano II, and RFU receivers are, of course, supported. In
addition, JR DMSS XBus (Mode A and Mode B), Futaba SBus/SBus2, Graupner
HoTT SUMD, JETI UDI, and Spektrum satellite receivers are also supported.
For $29.95 plus the cost of a small serial-data-capable receiver or a satellite At 1.4 inches square, the XPS X10+ is small and easy
to mount near the servos. The receiver can easily
receiver, the X10+ may be an inexpensive and effective alternative to a pricey be mounted away from servo wires and pushrods,
10-channel receiver. xtremepowersystems.net connected by a single three-wire lead.
Once there are several motors to out there require similar information for Rm is motor resistance in milliohms. Io is
compare, more computer time is in order. them to work their magic. To do the Corsair no-load current expressed in amps. Once
There are many electric-power calculators motor comparison in ElectriCalc, I had to fill all of the various data are in, the program
available, both online and available as out four sections of data. Flight parameters shows the final results of the calculations.
standalone PC software. A quick online include total aircraft weight and wing When comparing motors, I enter each
search will result in a list of choices for area. Drive parameters are about the set of data into the software in turn,
the online options, and many motor propeller: brand, diameter, and pitch. Power and look primarily at maximum current
vendors have them available on their parameters include battery cell count and and power to ensure that they meet the
sites. Two standalone applications are capacity. For the purpose of comparing requirements.
MotoCalc (motocalc.com) and ElectriCalc various motor choices for a given model,
(slkelectronics.com/ecalc). For many these three sets of parameters won’t need Decision Time
years, I’ve used ElectriCalc with success. to be changed very much. When the calculations for the candidate
It’s fairly simple to use, and I’ve found the The motor parameters section is where motors are complete, if one motor looks a
maximum current result to be a fairly three different motor constants are lot better than the others, the decision is
accurate estimate when compared to real- entered if the motor in question isn’t in easy. If the results are fairly similar, then
world results. the application’s motor database. Kv is a other preferences such as brand, price,
All of the electric-power calculators voltage constant expressed in rpm/volt. availability, mounting options, and past
experience come into play. For my Corsair
conversion, I chose an AXi 5345/18 that
should produce about 135 W/lb. on 12 cells
with a 22x10 prop. If all of my assumptions
are correct, it should be a great flying plane.
BoTTom Line
• Many models are suitable for electric
power, regardless of the original design.
• The W/lb. guideline defines total power
needs for different classes of models.
• Refine motor requirements with voltage
or current preferences.
• Choose several candidate motors,
compare them in software, and make a
final decision.
When it comes to electric-powered RC

flight, the good old days are really now.
Airframe manufacturers are making
it easier to choose electric power for a
multitude of different model types and
sizes. But even if that’s not the case, the
wide variety of available motors, batteries,
and speed controls make conversions
This ElectriCalc screen shows information from the motor selection mentioned in the text. Data input for the four
sections is in the top, and calculation results are in the lower half. The AXi 5345/18 looks like a good candidate
easier to do than ever before. 
for the Corsair conversion.
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Flight Test
Blade/Horizon
HoBBy
Mach 25
Racer
A greAt little speedster
for the novice pilot
TexT and phoTos by John Reid
The Mach 25 RaceR is Blade’s fiRsT

venTuRe into the world of first-person-
view (FpV) racing, and from the looks of it,
you can tell someone there has a passion
to make FpV racing easy and enjoyable for
everyone. This multirotor comes out of the
box completely assembled, ready to bind
with your spektrum radio. The only real
parts the pilot has to add are the props,
which should be done after some testing
anyway. The body is constructed with 2mm
carbon-fiber frame and aluminum boom
arms. The Lexan body cover is painted
and easy to take on and off. The spektrum
a3174 flight controller/receiver is mounted
inside the body and connected to the
compact Castle Creations 4-in-1 speed
control. The 2300Kv brushless outrunner
motors are connected and installed on
slightly slanting forward motor mounts;
this allows for a lower flying angle of the
quad, which, in turn, allows for greater
visibility from the front-viewing camera.
There are integrated Led lights on each
of the booms for excellent visibility and
programming confirmation. The exclusive
saFe (sensor assisted Flight envelope)
Technology is built into the spektrum a3174
flight control. This bird is FpV-ready with
the installed spektrum ultra micro, 25mW
airborne FpV camera system, which is
set up to be compatible for any Fat shark
goggles (sold separately). I have to say that
I was quite impressed with this racer right
out of the box. While this quad does have
some features to make it easy to fly (e.g.,
saFe Technology), it is still designed for the
intermediate to advanced pilot.
SPECIFICATIONS GEAR USED
MODEL: Mach 25 FPV Racer RADIO: Spektrum DX18 (spektrumrc.com)
MANUFACTURER: Blade (bladehelis.com) MOTOR: 2300Kv brushless outrunners
DISTRIBUTOR: Horizon Hobby and Castle Creations 4-in-I speed control
(horizonhobby.com) (included)
TYPE: Racing class 250 BATTERY: E-flite 3S 1350mAh (included)
SIZE: 250mm PROPS: Eight 5-inch props (included)
WEIGHT: 17.81 oz.
POWER INCL’D: 2300Kv brushless
outrunners
HIGHLIGHTS
Cool-looking body
PRICE: $429.99
Solid construction that can take a hit
Easy to program
Motor-specific props
MAY 2016 63
flight test Blade/Horizon HoBBy MacH 25 racer
UniqUe featUres
After unpacking everything out of the box,
the first thing that I needed to do was to
charge the included 3S 1350mAh battery.
The Mach Racer does not come with the
charger, so you have to provide your own.
I connected the battery to my chargers
and began working the setup for the
Mach Racer. I had to bind the A3174 flight
controller to my Spektrum DX18. There
is just enough room to get the bind plug
into the controller to perform the binding
operation without having to remove
anything. Once the unit was bound, I
then set up my transmitter to function
with the Mach Racer. The manual has a
complete table to match any Spektrum
transmitter that you might have. I
needed to set the gear switch to control Above: The installed
the flight modes (which, for my radio, is Spektrum ultra micro,
25mW airborne FPV
the B switch). I then set up the throttle camera system is already
cut switch, which I changed from the set up. It is compatible
recommended one in the manual because with any Fat Shark
goggles. Left: The A3174
I have already conditioned my fingers to a
Spektrum receiver is
different switch for that purpose. The final installed and all hooked
transmitter system setup was to make up. All I needed to do
sure that all the servos were set to normal, was to bind it to my
transmitter and go fly.
which they were. The battery was now Below left: The threaded
charged enough so that I could plug it in inserts will only fit into
and operate the quad to finish the setup. the appropriate props,
and they will only thread
In the manual, it appears that the
onto the correct motor.
battery is mounted to the back of the quad, Below right: Mount the
in the same space that the controller/ battery in the recess on
receiver is already installed. But in reality, the bottom of the quad
using hook-and-loop fas-
the battery is mounted on the recess tener where it attaches.
located on the underside of the body using For additional security, a
an O-ring and hook-and-loop fastener. rubber O-ring is attached
across the top.
Although the props are not on, the prop
nuts are, and you should take them off
before starting up the motors to prevent
them from self-tightening on the motors.
They will do that—trust me. I can now run
up the motors to make sure that they are
turning in the correct directions and see
if they speed up correctly when I move
the sticks.
The small 25mW micro FPV camera
system includes a video transmitter in it,
and it works rather well when flying alone.
But in a group of racers, you will see some
interference in your headset while flying,
so just be prepared for that. The Lexan
frame does move around when flying and least two to three feet in the air right away race in that mode. But if you’re looking for
will cause a little interference with the to test it out. The stabilization is very good, some really quick and snappy flying, then
view. But overall, the setup works quite and if you are coming from the fixed-wing agility mode would be your cup of tea.
well, and because of the canted motor sector, it is easy to quickly adapt to flying Landing was easier because the motor did
mounts, landing is a bit easier. this bird. The Mach Racer wants to get up not have to be canted at an angle, so that is
to speed right away, and it can quickly get a real plus. Once the throttle cut switch is
in the air moving on you if you are not careful. I kind activated, there is a beeping from the quad,
I started in stability mode with a low-bank of like that, so the speed was enjoyable for making it easy to find if, for some reason,
angle and quickly turned on stability with me. The control is really good in the high- you don’t make it all the way back to the
a high-bank angle. You will want to get at bank-angle mode, and you could easily landing pad.
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FLIGHT TEST BLADE/HORIZON HOBBY MACH 25 RACER
THROW IN SOME OBSTACLES AND ANOTHER

RACER AND YOU WILL BE TOTALLY HOOKED
IN THE WORLD OF FPV RACING. GENERAL FLIGHT PERFORMANCE
Stability: It is very good in Stability Low-
Bank Angle. This mode will prevent you
from turning it over but could also restrict
you if you need to make a quick turn,
which is almost always what you need to
do when racing. If you need to have the
stability mode to level out the aircraft, use
High-Bank Angle mode. This will allow you
the security of stability with the freedom
to move quickly.
Tracking: It tracks very well and goes
exactly where it is pointed; hopefully, that
is where you are pointing it. When you
do make a sharp turn, it tends to drop off
rather quickly, so throttle management is
required at all times.
Goggles Basics Aerobatics: Once you turn off the stability
The Mach 25 Racer comes modes, then, yes, you can do all the normal
FPV-ready, but you will have stuff, such as rolls and flips. You will want
to purchase your own set of some airspace between the quad and
goggles. The type that you ground when you first perform any of
decide on is really a personal these maneuvers.
choice, but there are two Glide and stall performance: There is no
basic options. The typical
glide—it drops like a rock—but the SAFE
goggles are ones that have a
Technology does a good job of keeping it
lens positioned over each eye
like the Fat Shark brand of level during the fall.
goggles. You wear these much
like glasses, and they have PILOT DEBRIEFING
an elastic strap that wraps Once you adapt to the Mach 25 Racer
around your head and forms a light, tight seal around each eye. Another option is the flying style, you will have a blast scooting
large-screen type of goggles. These have a monitor located in front of your face with around the field. Throw in some obstacles
a light seal around your eyes so that you can see the screen in bright daylight. I would and another racer and you will be totally
recommend borrowing a set of each and trying them out to see which one you like. hooked in the world of FPV racing.
The video transmission has four different bands/modes, which each has 8 channels
that you can select from. Depending on the brand of goggles, you will most likely be
able to receive on just one band/mode, so you will have a choice of 8 channels. When
BOTTOM LINE
flying with other racers, you will need to be on a different channel than they are on; The Lexan body does make the Mach
otherwise, you will have crossover interference. This could lead to you seeing their Racer look cool, but it is not all that
camera view or complete blackout. You should always announce your channel to other durable, so don’t get too attached to it.
pilots before turning on your quad to make sure that that channel is clear. A good rule Flight Mode 0 (stability low-bank angle)
of thumb is to have all pilots at least two channels apart to prevent crossover. Video is good when first learning, but to truly
interference/crossover can come, of course, from other things, such as transmitter get the feel for FPV racing, Flight Mode 2
power, but you can get that information from your fellow flying buddies. (agility) is where you want to be. J
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Flight technique
Good landings come from flying good

approaches, but learning what to do
for different conditions is the key to
consistent touchdowns.
Short-field Spot landingS

and landing over obStacleS
Control your touchdown location in any environment
TexT and illusTraTions by Dave Scott
A
s the saying goes, a good landing is the result of a good Short-Field Spot landing
approach. While that’s certainly true, like everything The easiest way to shorten the landing
else in life, there’s always more to it. That is, if you’ve distance is to land into a stiff headwind, but
that’s not always an option. Apart from the
been around aviation for a while, you’ve often been told wind, the standard procedure used to set
what the airplane is supposed to do in each landing circumstance, up a landing on a short runway is the same
but understanding how to do it is what really counts. This article procedure used to perform a spot landing.
details the procedures necessary to navigate two challenges that The main objective is to arrive at the front
many rC pilots face beyond normal landing procedures: landing on a end of the runway low to the ground at
the slowest possible safe airspeed, thus
short runway and dealing with obstacles near the approach end of
making it easier to predict the touchdown
the runway. location and shortening the ground roll.
Also, because many short runways are not
Because these scenarios require you landing and adjust for wind to routinely as smooth as those maintained by larger
to pay close attention to precise altitude exit the final turn already lined up with the clubs, another benefit of landing slower is
and throttle control throughout the runway (see illustration on facing page). to reduce abuse on the airframe.
landing approach, there won’t much time Those of you who haven’t yet learned how It needs to be noted that the worst
to think about realigning if the plane is to set up a landing pattern to line up with thing that a pilot can do when setting
not initially lined up with the runway. So, the runway centerline will need to work on up to land on a short runway is to try to
hopefully, you’ve been taught or have that before you can expect to conquer any force the plane down with the elevator.
read my previous articles detailing how to additional challenges, such as landing on First of all, lowering the nose to descend
use ground references to set up a normal short runways or over obstacles. at a steeper angle increases airspeed
When turning “with” a crosswind, anticipate a wider turn and start
the base leg turn wide of the no-wind target to exit the turn over the
extended centerline reference.
Wind
CENTERLINE
REFERENCE
NORMAL (NO CROSSWIND)

TURNING POINT
When turning “into” a crosswind, anticipate a more compact turn and

start the base leg turn closer to the centerline reference to exit the turn
over the extended centerline reference.
Wind
CENTERLINE
REFERENCE
NORMAL (NO CROSSWIND)

TURNING POINT
and thus extends the landing distance. It is typically the result of approaching too nose drop more than a few degrees. If the
also makes it extremely difficult to touch steeply and carrying too much speed. airplane is not coming down at a sufficient
down smoothly because even the tiniest Therefore, the first essential key to rate to touch down near the front end
imperfection during the flare will lead to a setting up a short-field landing is to fly of the runway, a proficient pilot, rather
balloon, a major bounce, gear damage, or a lower downwind leg in your landing than dropping the nose more, will reduce
worse. The challenge is even greater with pattern. This ensures that at no point power to affect a steeper descent without
high-lift airplanes due to their tendency to during the landing setup will you have building up excess speed. The lower you
“float” anytime the approach speed is too to dive to lose significant altitude. The fly the downwind leg, of course, the less
fast. Properly flown, a high-lift airplane, next crucial step is to keep the base leg you’ll have to concern yourself with losing
such as a basic trainer, should be the turn close to level to prevent building up altitude while setting up a landing.
easiest to land in a short distance because excess airspeed. Note that it’s all right to During normal landings, pro pilots use
it is able to fly so slowly. Hence, floating or let the airplane descend slightly before, the same general landing setup regardless
overshooting the end of the runway is not during, and after the turn, but to avoid of airplane type or wind (see illustration
the airplane’s fault or solved with flaps, but building up excess speed, don’t let the on following page). Start by establishing a
MAY 2016 71
Flight technique spot landings
Spot landing
Aim to land short. Use elevator to stretch the
low approach. Add power when it becomes
necessary to keep adding more elevator. Cut
power shortly before touchdown target.
Aim PoinT
lower landing pattern to set the stage for airplane arrives within several feet of the too slow if it becomes necessary to keep
an eventual low approach to the runway. ground, short of the runway, pull slightly adding more and more elevator to reach
A throttle reduction is then made on the more elevator to shallow/extend the the runway. At that point, you will have
downwind leg to begin a gradual descent. approach. As a result of the reduced power to add a little more power to continue the
Hold in and adjust the elevator throughout setting and shallowing the approach, the approach—also known as a “powered
the landing setup to manage a gradual airplane will bleed off airspeed. approach.” If, after increasing the throttle,
(approximately 3-degree) descent. And There is a risk, of course, of getting you continue to find it necessary to keep
when you’re confident the airplane will too slow and stalling before reaching the adding more elevator, even more power
make the runway, reduce the throttle to runway. So it’s important to review how is needed.
idle or close to it. The combination of a to recognize when an airplane is getting Conversely, if you do not have to hold in
good lineup and a lower approach to the too slow. Because ground speed varies any up-elevator throughout the landing
runway is what makes it easy to judge with different winds and throttle settings, setup or if you sense the need to push
when to reduce the power to touch down you won’t be able to judge the stall speed forward elevator to steepen the descent,
at the front end of the runway as the merely by looking at the plane. When you can be certain that the plane is flying
plane doesn’t have far to go before it’s on flying into a strong headwind, for example, way too fast and it would be smart to abort
the ground. a plane might have plenty of flying speed the landing and go around.
Side note: A lower pattern enables a and yet look too slow, prompting a pilot With all that said, the single best thing
tighter pattern to be flown, so the entire to unnecessarily add more power and that you can do to mitigate the concern of
landing sequence typically takes less than subsequently struggle to get the plane getting too slow is so simple that it’s often
half a minute. Thus, a pro wouldn’t bother down. Or it’s quite common for pilots to overlooked. That is, rather than hoping that
to retrim the plane for such a short event stall during landing and blame the crash you’ll be able to sense an impending stall in
but, rather, would control the descent on something other than a stall because in time, take the airplane up to a safe altitude
rate throughout the landing setup with their view the plane “had plenty of speed” and slow it down. Then keep adjusting the
the elevator. Some pilots, however, prefer when, in fact, they were landing downwind. elevator to maintain a constant altitude
to put in some up-elevator trim after No matter what type of plane you’re until the plane stalls. Keep repeating this
reducing the throttle on the downwind to flying or what the wind is doing, the best exercise until you finally have a good idea
maintain the gradual descent with less way to determine whether the airplane of how much elevator it takes to put the
effort. Those who fly lengthier patterns has enough flying speed or is getting close plane into a stall.
might wish to experiment with that option. to stalling is by “feel.” To enter a stall, the When you’re ready to slow down the
Now it gets interesting. To touch down wing must exceed the critical angle of landing approach, the key is to reduce
at the very front of the runway at the attack. A stall is, therefore, often preceded the power far enough out from the end
slowest possible safe airspeed, you should by pulling more and more up-elevator of the runway that it becomes necessary
aim to reduce the power and control the (i.e., too much). So while it’s normal to to use the elevator to keep the plane
descent as if you were trying to land have to fine-tune the amount of elevator from touching down short of the runway,
100 to 200 feet short of the end of the you’re holding in to stretch the approach scrubbing off airspeed in the process (see
runway (see illustration above). When the to the runway, the plane is likely getting top illustration on facing page). When
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Reduce power and adjust elevator to maintain a gradual descent targeted at landing short of the runway.
A Mostly level
base leg turn
Low-altitude
downwind leg
Idle
Short-fiElD lAnDing ApproACh

A. Set up to land short.
B. Adjust the elevator to stretch the low approach to the runway.
C. If/when it becomes necessary to keep adding more elevator, ...
D. ...smoothly add some power to avoid a stall.
E. Reduce power shortly before touchdown target.
B
E D C
ThroTTle elevATor elevATor
D B
C
Short-fiElD lAnDing ovEr oBStAClE

Bleed off speed before clearing Reduce power and adjust elevator to maintain
obstacle = Correct a gradual descent targeted to land short of
clearing the obstacle. Adjust the elevator to
extend the approach over the obstacle. If/
when it becomes necessary to keep adding
E.g., 30 mph
more elevator, smoothly add some power to
avoid a stall. Reduce power, and let the plane
settle when clear of the obstacle.
Dive = incorrect
E.g., 50 mph
Aim PoinT
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See Website for full details! has to come out perfectly lined up. The lower landing pattern, then reduce power
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CoolCharger A3 Smart Charger $29.95 The standard procedure is similar to the extend the approach using the elevator.
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MAN 0516 Pgs 51 - 100 V3.indd 77 2/11/16

Flight Test
DURAFLY
Spitfire Mk1a
RELIVE THE BATTLE OF BRITAIN WITH THIS STRIKING FIGHTER
BY MIKE GANTT PHOTOS BY JOHN REID
SUPERMARINE AVIATION WORKS was tasked with waking up

the Luftwaffe via a new fighter aircraft. A gentleman named
R. J. Mitchell chiefly designed this brand spankin’ new, short-
range, high-performance interceptor, and years afterward, his
design was continued, refined, and varied, making it the most
produced British aircraft. An elliptical wing combined with a
thin cross-section made for great speed capabilities and with
a high victory-to-loss ratio, the Supermarine Spitfire could
definitely hold its own in the air and look good while doing it.
This is likely why it was labeled as the Royal Air Force fighter.
Taking notes, Durafly has introduced a specimen variation
marked as an Mk1a, and the company’s attention to detail has
certainly garnered quite a gathering. Molded and painted foam
is the main material here, and the color scheme is sharp. Plenty
of scale features are added to the subject as well, leaving little
for the scale police to pick at. Read into my previous statement
that pretty much everything is included in the box, including a
high-level of factory assembly. Final assembly time is short and
the amenity list is long, making the Spitfire’s price fair. Whether
or not you love warplanes, if you have a 6-channel receiver and
a 3- or 4-cell 2200mAh size pack, you should get one of these.
SPECIFICATIONS
NAME: Spitfire Mk1a
MANUFACTURER: Durafly
DISTRIBUTOR: HobbyKing (hobbyking.com)
TYPE: WW II warbird
LENGTH: 39.3 in.
WINGSPAN: 43.3 in.
WING AREA: 315 sq. in.
WEIGHT: 47.85 oz.
RADIO REQ’D: 6+-channel
PRICE: $170.00
GEAR USED
RADIO: Spektrum DX18G2 w/ AR6100E receiver
(spektrumrc.com) and six 9g servos (installed)
MOTOR: Aerostar 3636 770Kv outrunner and
50-amp speed control (installed)
BATTERY: Potenza 3S 2200mAh
(falconhobbysupply.com)
PROP: 11.25x7 3-blade
HIGHLIGHTS
Well detailed
Fast assembly
Flies on 3S or 4S packs
Easy to transport
FLIGHT TEST DURAFLY SPITFIRE MK1A
TAKEOFFS ARE EASY WITH PLENTY OF POWER.

IN NO TIME, THE SPIT GETS UP AND MOVING.
UNIQUE FEATURES the retractable landing gear, flap servos, well and was programmed to actuate
The box artwork and the quote from aileron servos, and lighting. The company slower-than-normal servo speed through
Winston Churchill on it will only add to the sent an instruction page on how to do this, my transmitter. This allows it to deploy in
mood when you receive your ARF. Packing making it easy. I read that it would take a more scalelike manner—not to mention
tape is everywhere, but a sharp blade about five minutes, but I had it done in two. that it simply looks cool. As with the flap
made quick work of it. After removing By time of this publication, shipments servos, the aileron servos are preinstalled
the kit’s contents, it’s always a good should have this minor alteration already and ready to plug into the appropriate
idea to lay them out and take inventory. done for you. Because the cat is out of the receiver channel. The only thing that you
My better half was away, so the granite bag, I will elaborate on the wing features need to do as far as control surfaces are
kitchen countertop lined with a soft towel a little further. The LED lights are bright concerned is to connect the wing servo
proved to be a perfect surface for this. and are appropriately red and green. The linkages, which takes mere minutes.
What you will find is a one-piece wing, retractable landing gear was completely Focusing on the fuselage, I noticed that
which was all wired up. Mine required a ready and required nothing more than a the empennage servos were also all wired
maintenance procedure per the factory; hook up to the receiver’s gear channel. up and dialed in. The steerable tailwheel is
this involved removing and replacing the The split flap system is very cool in that scale-ish, and the cockpit has a pilot and
wing control board, which is what controls it mimics the look of the full-scale plane gauge cluster tucked into the magnetic
Using 3S or 4S packs is an option, and in a pinch, my EC3 plug worked with the There are plenty of scale details. The antenna here gets glued in place with
supplied yellow unit. The exhaust stacks are actually functional, letting air into some CA.
the fuselage for cooling purposes.
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FLIGHT TEST DURAFLY SPITFIRE MK1A
hatch. The exhaust stacks are actually

functional and are used to help move Preinstalled flaps
actuate to well over
air over the electronics. Corresponding
80 degrees, just
openings in the fuselage and exhaust are like they do on the
mated and provide airflow. Air enters past full-scale plane.
the included spinner, prop, and motor, and
two exit holes have been cut in the aft end
of the fuse.
IN THE AIR
Test flights were conducted from a dirt field
and with a 40C 3S 2200mAh pack. I chose
that battery to find out how the Durafly
Spitfire Mk1a would perform with less
voltage as many of us have 3S 2200s lying
around. One thing to note is that lighter-
Flaps down
Flaps not only look cool when deployed on a model airplane but also can also be
weight 3S packs might lead to a ballast
requirement; a 3S 2200 and a 4S 2200
used to aid takeoffs and landings. A few things I like to think about when flying
differ quite a bit in their weight. That said, with flaps are:
my 40C 3S pack—when positioned all the You drop the flaps and all of a sudden the airplane just pitches up and climbs; this is
way forward—led to rewarding flights, and sometimes referred to as “ballooning,” and some models will benefit from an elevator
that led to smiles. Takeoffs are easy with input to compensate for the pitch change. If your radio allows, you can create a mix that
plenty of power. In no time, the Spit gets up will add an elevator change during your flap actuation to make your life easier.
and moving. Landings, even without flaps, How much flap? All models will vary, but a pilot should always start with the control
surface throw recommended by the manufacturer. I always try to have my flaps on a
3-position switch so that I have three settings available: flaps up, takeoff flaps, and
landing flaps. As mentioned, I was able to also slow the speed of the flap servos, which
not only looks realistic but also helps smooth out any abruptness encountered when a
control surface is simply “slammed” into position.
are uneventful. Feed in the right inputs and the model down well when “windmilled.”
it settles in nicely with solidity. The gear The glide ratio is easy to maintain and not
stance is a bit narrow, so if your landing is steep at all. If you want to slow down and
off a bit, you will know it. bleed speed to see what happens, you can
LED lighting is all prewired and installed, and is
quite bright. expect to encounter some control surface
GENERAL FLIGHT PERFORMANCE lag followed with a wing drop. Depending
Stability: For a small warbird weighing in on altitude and power level, it is not hard to
at almost 3 pounds, the Spitfire remains fly out of!
stable in flight even at slow speeds. Don’t
slow it down too much, but just know that PILOT DEBRIEFING
it will do slow circuits at about 50 percent This is a fun product with good scale-
throttle. type appeal. There are quite a few nice
Tracking: Not too much adjusting was features for the cost involved, and I
needed once it went up, and once trimmed would recommend using your smallest
out, the model did what it was supposed to 6-channel receiver to keep the flying
do. Tracking through turns felt good, with weight as low as possible.
no tendency to flip out even during high
banking maneuvers. On the ground, the BOTTOM LINE
steering is manageable; the retracts and Vinyl decals are included to help “gild the
tailwheel performed perfectly. lily,” and learning/adhering to the steps
Aerobatics: All evasive moves can be when adding them is worth the read as
performed in a scale fashion; with the outlined in the instructions. You could
4S battery, more aerobatics can be easily get hold of this plane and have it
discovered. To be honest, this bird is better ready to bust those BF 109s in the same
suited to strafing than snap rolling, but day. It can be operated with a 3S or a 4S
sure, throw in a point roll or a positive spin LiPo flight pack and does quite well either
if you like. way. Its size allows it to fit in the backseat
Retracts and radiator scoops are included, and are Glide and stall performance: The propeller of most vehicles, and it will have to go with
easy to set up and attach: Just plug and play. included is a 3-blade unit and will slow me to the field from now on. J
HOW TO
Clean a
4-Stroke engine
Keep your powerplant running right
by the Model AirplAne news Crew Photos by MiChael York
M
ost modern 4-stroke engines are well-
designed machines that can run for
quite some time. But eventually, there
is a need to clean or disassemble the
engine. One reason for this could be
the number of hours on the engine and it is in need of a
good cleaning. Or the worst scenario has happened: You
had such a great day of flying that, when it was time to
leave, you decided to take just one more flight. Bad move.
Your plane’s crash left you with an engine filled with dirt
and grime and possible damage. The next step is to clean
that engine, assess the damage, and get it ready to run
for your next aircraft.
The scope of this article is not to give you an in-depth
discussion of disassembling and cleaning. We will,
however, show you how to take apart the basic compo-
nents of your engine, clean them up a little, and reas-
2
semble them back to working order. So let’s get to it. After removing as much dirt as possible by hand, carefully
remove the spinner and prop, making sure not to turn the
crankshaft. Then, to make cleaning a little easier, remove the
muffler and manifold. Plug the hole to prevent any dirt from entering
the exhaust port during scrubbing. Plugs like the one shown in the
1
The first thing to remember when handling the engine after a picture are available from many automotive stores, and they come in
crash is that you must avoid the temptation to turn over the a variety of sizes.
prop (or what is left of it). Regardless of how clean the engine
might look, turning the crank might ingest dirt and debris into the
carburetor. This will just result in unnecessary damage to the internal
parts of the engine. This is especially true with front-carbureted
engines. In the case of these engines, it is obvious there is dirt on
everything and, most likely, some inside the carburetor.
3
The next step is to use a stiff-bristle brush to remove as
much of the remaining dirt as possible. Because this engine
and plane crashed into some relatively sandy mud, brushing
the dirt off required minimal effort. If you are able to clean the engine
relatively soon, while the mud is still wet, it will only require some
water spray to remove it. But if you were unfortunate enough to have
your aircraft crash into some claylike mud, your cleaning efforts will
be much more intense.
4
The engine is already looking much better after the simple
brush cleaning; however, some inspection and detail cleaning
is required before putting this engine back into service. There
is still the possibility that foreign matter could be in the carburetor
and has traveled farther up in the intake. After doing a quick check
of the external damage, it was obvious that the engine itself was
in good shape. If the crank or valve lifter rods are bent or damaged,
send to the service department for repair. The next step is to remove
the carburetor for cleaning and to make sure that no foreign objects
travel to the interior of the engine. After removing the carburetor,
you want to check for things like bent mixing needles or damage to
the throttling arm. Luckily, in this case, everything was fine, and all
the parts were put in a small container filled with cleaning solution to
soak for a bit.
6
After making sure that the intake/exhaust holes and
backplate vent are sealed, take some cleaning solution and
soak the engine down. Depending on the need, you can
use degreaser dish soap mixed with water in a spray bottle, or
premixed biodegradable degreaser. Both are safe to use and won’t
harm the aluminum. If you use harsher chemicals, be sure to wear
some gloves for protection, have proper air ventilation, and test an
inconspicuous area to make sure that the chemicals won’t attack
the engine’s finish.
5
The only actual damage done during this crash was a broken
pressure tap on the muffler, which was quickly removed
using an easy-out tool and replaced. Because of the condition
of the engine, it was decided that there wasn’t a need for any
unnecessary disassembly. If there were more damage to the engine,
this would’ve been a perfect time to disassemble it and go through
it for a complete inspection. To make life a little easier, a good tip is to
take photographs while disassembling the engine, then refer to the
photo during reassembly.
7
After letting things sit a few minutes to help soften up what
little debris is left, take the brush and give the whole engine
a good once-over. In some cases, you might need to reapply
the solution as necessary to clean off the heavy caked-on dirt. On
large engines, you might need to use a brush with longer bristles to
get into the deeper recesses, such as the cooling fins. But in most
cases, a stiff toothbrush works well for most glow engines. For really
stubborn spots between the fins, use a wooden coffee stirrer or
something similar to avoid scratching the soft aluminum.
MAY 2016 85
HOW TO CLEAN A 4-STROKE ENGINE
8
After all the remaining debris has been removed, the engine
can be rinsed off with water. This is another reason for
using biodegradable solutions as they can be rinsed off in
the sink without worry. To speed up the drying process, use
compressed air to remove all water from the various nooks and
crannies. Stick with a relatively low air pressure to avoid pushing
water into bearings or seals.
10
Dry the small parts with paper towels because using
compressed air will blow them out of your hands, never
to be seen again. Once all the parts are dried, you can
start reassembling the carburetor intake. I like to use Marvel Mystery
Oil in a small applicator bottle as lubrication during assembly. The
applicator makes it easier to pinpoint where the lubrication goes
(especially helpful if removing the backplate to the main bearings).
The oil itself does a great job of protecting against corrosion, which is
especially important if the engine is to be stored for a while.
9
Next, it was time to clean the carburetor parts. They had been
soaking in the solvent, and this made the dirt basically fall off
when the parts were drained from the fluid. A good cleaning
aid is a metal-screened colander; it keeps even the smallest parts
from going missing. Rinse all the parts in the sink, making sure that
the drain is covered to avoid anything from sneaking away.
11
This is the perfect time to remove some of the caked-on
fuel on the exhaust system. This will require using a
solvent, such as lacquer thinner, which is probably the
best way to do it. In some states, you might have to use a more
acetone-based thinner, such as mineral spirits. If you have time to
soak parts, mineral spirits does a pretty good job. Another option is
rust penetrant, which provides decent results. When using any of
these products, wearing protective gloves is a must.
12
If you are in a bit of a hurry or have some caked-on stuff
that doesn’t want to come off, you can use a bit of steel
wool or a scrubbing pad. The pad is preferred because it
doesn’t fall apart as fast as the steel wool. A word of caution, though:
Many mufflers have a matted, textured finish, and using any sort of
abrasive pad will remove this.
13
Here it is, all done. With just a bit of elbow grease (in
some cases, a lot of elbow grease) and a little time, the
engine looks almost as good as it did out of the box. It is
now ready to adorn the firewall of your airplane. J
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MAY 2016 87
Engine Clinic
by ClarenCe lee
Keeping Those Old

Engines Running
B
efore getting to our letters The Johnson a business trip to Los Angeles. While
variable-pitch
this month, I have a website propeller was a
there, I visited the Sepulveda Basin
that I would like to bring to novel idea that flying site, which I believe was in Van
your attention that I am sure did not work Nuys, where I met you and observed one
out all that
some of our readers will find of interest. satisfactorily. of the modelers, who I think was Doug
Quite often, I receive letters from readers Spreng, using a propeller with a machined
seeking information on a particular engine aluminum hub with removable wood
they have, particularly those that have blades. When I asked him about this, he
obtained an older engine that belonged to said it was an adjustable-pitch prop that
their father or grandfather. Or your club changed the pitch as the rpm increased
holds a nostalgia RC event once or twice and was made by Hi Johnson, who made
a year, usually flying popular models and the Johnson engines. Do you know
engines used back in the 1960s and ’70s, anything about this propeller and how it
that you would like to enter but you can’t worked?—John Russell, Glendale, AZ
decide on whether to look for a K&B .45 or
a Veco .45 on the Internet. I’ve been asked Answer: I sure do, John. Both Doug Spreng,
many times if there’s a listing of engine who developed the digital concept used by
reviews or other source of performance our modern-day radios and produced the
figures, dimensions, etc., available.
Well, SceptreFlight.com has come out
with a listing of engine reviews published
over the years by a number of authors
that includes many modern-day engines.
The listing is updated every month by
a gentleman named Zoe Quilter, who
goes through three old magazines every
month looking for engine reviews. Two
other gentlemen, Colin Usher and Ray
The internal workings of the variable-pitch propeller
Jennings, who reside in Northern Ireland, shows the slot that changed the pitch as the blade
have been major contributors in scanning moved in and out due to centrifugal force and
the reviews. If you scroll through the change in rpm.
alphabetical listings for a particular make
of engine, you will usually find most of the
engines that that company has produced, Digicon radio systems in conjunction with
including the K&B .45 and Veco .45 Don Mathes and Hi Johnson, who operated
mentioned previously. under the business name of Dynamic
Now on to the letters. Models, were close friends of mine.
Hi’s “Variable Pitch” propeller utilized
Variable-pitch prop centrifugal force to operate and could not
U I was reading an interesting article be operated from the transmitter. As the
in the Final Approach section in the engine rpm was advanced, the propeller
November issue about Markus Rummer blades moved outward against spring
who had developed a variable-pitch pressure and changed the pitch via a slot
propeller that could have the pitch in a machined brass bushing fit to the hub
changed from the transmitter, including of the blades, in turn running on a steel pin
going to a negative pitch. This allowed in the outer housing. The rpm at which the
Markus to hover his airplane nose down pitch change occurred could be adjusted
as well as back his airplane into his pit with shims as well as heavy, medium, and
area. This reminded me of an incident I light blades. At idle rpm, the pitch could be
witnessed back in the 1960s when on set at 2 degrees negative and, as the rpm
increased, changed to full pitch. The Johnson 36 JBB (ball
bearing) intended primarily
The purpose of the 2 degrees of negative for control-line combat flying
pitch was to act as an airbrake to shorten was also available as an RC
the landing approach and made landing engine. Used by many top
competitors in the 1960s and
similar to a deadstick landing. It would ’70s, the engine gave serious
also allow the aircraft to sit still at idle and competition to the Fox, Veco,
and other combat engines
not want to roll forward without using of the era.
anything in the way of brakes. In the air,
it didn’t seem to add any performance
increase over a fixed-pitch prop. The slot in
the brass bushing was subject to wear, and
the pitch change would often stick after
the prop had been in use for a while. This
turned into a less-than-happy experience
for Doug.
When coming in for a landing, he was a
little short and advanced the throttle. The
prop remained in negative pitch, resulting
in the ship coming to a complete stop and
falling to the ground, breaking the nose
off of his Stormer. Quite a few of the fellow
fliers got quite a laugh out of this, but it
didn’t exactly make Doug’s day. However,
in defense of Hi’s variable-pitch prop, I
should mention that, prior to the crash,
Doug had been playing with increasing
the negative pitch in order to be able to
back the plane up. I told him this was not a
good idea and could result in taxi and other
problems, but he went ahead and flew. As
he was walking back to the pits with his
broken airplane, I was about to say, “I told contact on the high points, leading to changed the crankshaft bearings on my
you so,” but before I could, he realized what leakage and loosening of the muffler. Moki while cleaning and oiling the parts
I was probably about to say, looked at me, High-temperature sealant only fills in the for reassembly. I wondered if you need to
and said, “Aw, shut up.” Hi discontinued low spots, preventing leakage but can remove all the petroleum-based grease
manufacturing the prop shortly after this. still allow the muffler to loosen. Whether in the bearings? The bearings came from
a gasket is used or not will not affect the supplier packed with petroleum-
Muffler Gaskets the engine’s performance. Whether a based grease. I know that methanol will
U If these questions has been asked and long- or short-reach glow plug should not dissolve petroleum grease, so what
answered lately, I apologize. I have always
wondered if every 2-stroke engine should
use a gasket between the muffler and the Whether a long- or short-reach glow plug should be used
engine. Would this include all sizes and
brands? I have had some engines that
depends on the head thread depth. Usually, engines over
seem to run fine that do not have a gasket about .29ci displacement use long-reach plugs.
on it. Others have used a gasket? Would
a high-temp sealant instead of a gasket
work OK, too? It seems to me that if all be used depends on the head thread problems am I going to have to deal with? I
2-stroke engines needed a gasket, there depth. Usually, engines over about .29ci was thinking of dissolving the grease with
would be marketers selling them in bulk displacement use long-reach plugs. gasoline and re-oiling, or should I just leave
fashion. Another question: When should a Smaller displacement engines use a short- them alone? Second, during reassembly of
long glow plug be used? Only on inverted reach plug. Naturally, there are exceptions the wristpin and connecting rod, I find that,
engines? It seems like every engine takes to the case. Just install the glow plug and even after cleaning and oiling, the wristpin
a different kind. This makes it difficult to see if the end is flush with the combustion fits freely in the piston but is tight in the
carry all sizes that might be needed.— chamber surface—an exception being the rod. Should I try to loosen the fit and, if so,
Bernard Marvel, Browning, IL extended nose plugs, where the end of the how?—Robert Hixson, Santa Rosa, CA
plug threads should be flush.
Answer: Bernard, if both the muffler Answer: First of all, Robert, are you sure
mounting face and engine outlet face BearinG Grease the grease is petroleum based? Most
have been smoothly machined, then there U Thanks for all the information and help grease-packed bearings use a synthetic
is no need for a gasket. If the surfaces you have provided model engine users grease. Grease is usually used in sealed
are “as cast” or rough, then a gasket is over the years. Here are two questions I bearings intended for lower rpm operation
a good idea. Rough surfaces only make would like your opinion on. First, I recently (e.g., electric motors). Open-face bearings
MAY 2016 93
Engine CLinic
usually come with oil. Theoretically, at high

rpm, the grease can keep the balls from
rolling, and they skid causing overheating.
However, I have never seen a grease-
packed bearing fail due to the grease. The
front bearings used on K&B .61s have come
as a double-sealed bearing for over a year
now. I just pop one of the seals and do not
bother removing the grease, but I do give
the bearing a couple of shots with regular
oil and have never had a front bearing
problem. Bearings are the highest-price
part used in a model engine, and the
engine manufacturers are always looking
for the best price they can get. If the price
for a grease pack is lower, this is what they
purchase and just pop one or both seals.
Many times, a bearing manufacturer will
have an oversupply of a particular bearing
and offer it at a reduced price.
If the wristpin is a tighter fit in the rod
than the piston, it is probably a matter of
production tolerances. The wristpin may
be on the high side of the tolerance and
the rod on the low. Things like this happen
when you are dealing with tolerances that
Breaking news
are ten-thousandths of an inch. It wouldn’t
hurt to loosen the fit for a slip fit. Just wrap Attention O.S. GGT10 and GGT15 Engine Owners!
a piece of 360-grit emery paper around While finishing up the column this month, I received word from my O.S. contact
the end of a drill bit that results in a snug fit that there has been a problem with bubbles in the fuel line between the pump and
and add some light oil; with an in-and-out carburetor in hot weather or in cowled installations without adequate cooling. The
motion, rotate the drill and emery paper bubbles indicate that the fuel is starting to boil. In the automotive world, especially
back and forth to hone the hole slightly. in older cars that used carburetors, the fuel could actually boil and vaporize, which
Be careful as it is easy to remove too much was called vapor lock. O.S. recommends that the pump be removed from the engine
material. and mounted remotely. John Perry initially had this same problem with the Perry
pump, which was solved by using a thicker gasket. How well this would work with
gasoline I cannot say, but it would be worth a try.
GoinG Coverless
U Can a Saito FG-30 run without the
rocker covers? Or could I simply trim
down the front of the cover? The cowl of
the Nieuport 28 that I wish to use is a little
too small, and I can’t bear to cut a hole in enGine Compression or actual compression ratio.—Al Shukel,
it. I believe the first Saito 4-strokes did U I always thought that compression Deland, FL
not have rocker covers. Thank you for any on a 2-stroke didn’t start until the piston
advice.—David Harris closed the exhaust port. I realize that Answer: Technically, you are correct, Al.
geometric compression ratio is often Using the full stroke for computing the
Answer: David, whether the rocker referred to versus effective compression compression ratio has always been used
covers are on or off will not affect the ratio, and the two can vary widely in the automotive and other engine fields,
performance of your Saito FG-30. They depending on port heights. I also realize which has carried over into our model
do, however, keep dirt and other foreign that the 10:1 figure you mention in the and other engine fields. It would cause
matter out of the rocker arms and valve November column is just a gauge. I would considerable confusion if the method were
stems as well as keep oil that leaks past think that a better procedure would be changed. As for filling the cylinder with
the valve stems in the covers to provide to fill the cylinder with oil with the piston oil and then lowering the piston until the
lubrication. If you remove the covers, be at top dead center, noting the volume per exhaust port opens, it would be a lot harder
sure to lubricate the rocker arms and your article, and then lower the piston till and messier than just subtracting the
valve spring every other flight or so. I the exhaust port starts to open. Fill the exhaust port height from the stroke and
should point out here that you should cylinder with additional oil, noting the using that figure for the computation.
never remove the rocker cover on the YS additional quantity added. Then divide
engines as the rocker chamber is part of the sum of the two volumes by the top That about wraps it up for this month.
the intake system. dead center volume to get the effective See you in the July issue. 
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threads in your 4-stroke head. HeliCoils are not available,
Vintage r/c Model Biplane kitS: Aeromaster, but we can repair with a special brass adapter for $28.50
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models: Commanche, Staggarwing, Gt. Lakes, Hots, Co. 10112 Woodward Ave., Sunland, CA 91040 (818)
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5953. Email: patzak@telus.net SeVeral kraFt, pro-line and Jr Single Stick
radioS For Sale. All are in good to excellent condition.
Model airplane kit Factory For Sale, $2000. Call Tom 951-599-9565
WILLAIRCO crash resistant composites, founded 1976 in
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fly and enjoy. List of quality new and used LM aircraft
laSer-cut MuFFler/exhauSt gaSketS: For most available. May consider trades. Also custom plane stands
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Flexible, Long Lasting. Now adding Head and Crankcase bound pilots. Call Bob 559-332-2481 or e-mail
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6551 Arrowbear Lane, North Las Vegas, NV 89084 uSed engineS Wanted: pre-1970 preferred. T. Crouss,
e-mail: bbhwc@cox.net 100 Smyrna, West Springfield, MA 01089-1706; (413)
732-3859.
Stripped gloW-plug threadS: Repaired with
stainless steel HeliCoils. 2-stroke heads up to .90 FoaMie BuilderS: Foam made in the USA just for model
displacement $17.50 postpaid. Over .90 and 4-stroke planes. www.modelplanefoam.com
heads $20.00 p.p. YS and Saito cylinders $22.50 p.p.
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MAY 2016 97
Final Approach
BY THE MODEL AIRPLANE NEWS CREW PHOTOS BY ED CROTTY
Bell X-1: A Giant-Scale Sound-Barrier Buster!
O
n October 14, 1947, with a speed of Mach
1.07, Charles Elwood “Chuck” Yeager, a QUICK SPECS
test pilot at Muroc Army Air Field (now Wingspan: 132 in.
Edwards Air Force Base), piloted the Length: 126 in.
Bell X-1 at an altitude of 45,000 feet and broke the Weight: 38 lb.
sound barrier. Being the fastest man alive, he set the Power output: 25 lb. 9 oz.
stage for decades of hyper speed testing. It’s little thrust
wonder that Yeager and the Bell X-1 inspired so many
modelers to build scale versions of the bright orange
bullet-shaped X-Plane.
Ed Crotty of the Cleveland Radio Control Club took
up this challenge and started by thinking really big.
The project was all about performance and not scale,
but he wanted it to be able to take off under its own
power for rise-off-ground takeoffs. Ed commented
that his X-1, with an electric-powered ducted fan
unit that could retract into the fuselage, would spend
some of its flight time as a glider, just like the full-size
aircraft.
Inspired by RC show pilot Mac Hodges, who flies
a giant aerobatic B-29 that drops a scale rocket-
powered X-1 as part of the show, Ed spent a long
time taking measurements of Mac’s then-largest-
flying X-1. This led to the first prototype with scale
proportions, which was only slightly larger than
Mac’s drop plane. It had an enlarged wing area to Ed’s daughter, Elisabeth Crotty, poses with the supersize Bell X-1.
enable rise-off-ground takeoffs and was propeller
driven. It flew great, time after time, until it was destroyed by wing flutter and for center of gravity reasons, the rudder and elevator servos are
in a level speed run at somewhere under 200mph. The quest for a pure placed forward in the fuselage. To combat control surface flutter, each of
aerodynamic form was causing all the problems, and the ultrathin wings the ailerons and flaps are actuated with dual rotary drive systems, which
forced Ed to learn more about enhancing tensional rigidity. Ed commented eliminates the need for external control horns and linkage. The rudder
that it is daunting how often you have to “bet the plane” on design and uses a conventional pull-pull system with super carbon Kevlar cables. The
construction decisions. elevator uses carbon-fiber pushrods in Teflon tubes.
The X-1 is CAD designed and has a span of 132 inches and a length Power comes from a modified Schübeler HST 94 EDF with a Zippy 14S
of 126 inches. It is built using traditional balsa and plywood construction 8000mAh 25C LiPo pack and a JETI 300 speed control. The speed control
and is fully sheeted and finished with fiberglass and resin. Both the wing was mounted to the EDF elevator/retraction mechanism so that it would
panels and the horizontal stabilizers are reinforced with bias-cut carbon- be in the airstream for cooling while the motor was drawing 176 amps for
fiber cloth for rigidity. For streamlining, all the control linkages are internal, 10,400 watts of power. Mitch Stott and company at Down and Locked
helped produce the electric ducted fan retraction unit, and Paul Bradley
spent countless hours on the CAD design.
For the finish, coats of waterproofing were applied to the wings in
preparation for the carbon-fiber skins. Because carbon fiber doesn’t
bend around sharp curves, Ed first applied fiberglass cloth to the leading
edges and the wingtips. Ed’s sophisticated spray equipment was a couple
of Rust-Oleum rattle spray-paint cans.
To minimize weight and drag, Ed developed a simple launch dolly. His
retractable EDF unit allows takeoffs and climbouts like the World War II
German Salamander jet, with the unit located just behind the cockpit.
Then, by retracting the fan into the fuselage, the pure flight form is
achieved for the ultra streamlined portion of the flight. After three years
of work, the maiden flight went great, and Ed’s Bell X-1 flew wonderfully
well and landed without a scratch.
Ed also confirms that flight videos prove the notion that larger planes
appear to be going much slower than they really are. He calls this the
“C-5 Galaxy effect.” Future flights might include igniting rocket engines in
the tail. Mac Hodges provided Ed with many detailed tips on what to do—
and not to do—for successful rocket ignition in flight. Ed also intends to
The basic fuselage structure for Ed’s large X-1 hangs in the shop, with Mac line the lower fuselage with special low-expansion foam for help reinforce
Hodges’s small rocket plane in the background. the large jet for landings on its balsa belly. J
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