09 Model Airplane News - Superunitedkingdom

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The Pros Tell All Advice from RC Legends Super Cub

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CONTENTS
Volume 144
Number 9
September 2016
Features
18 The Pros Tell All
Tips and hints from the experts
By Gerry Yarrish
34 Everyone Loves a Cub!

Twelve of our favorite fliers
By the Model Airplane News crew 34
50 Sentimental Journey
Revisiting a simpler time
By Budd Davisson
66 Flight Technique: Secrets to

82 92
Mastering Forward Slips
Up the wow factor with slipping show
passes and landing setups
By Dave Scott
82 Engine Review:
RCGF USA 20RE Engine
Ultracompact gas-burning powerhouse
By Gerry Yarrish
92 How To: T-28 Trojan

Scale Makeover
The easy way to detail a foam plane
By P. J. Ash
Flight Tests 60
28 Multiplex FunCub XL
More fun from this larger, more
powerful version
By Gerry Yarrish
54 Phoenix Model
Tiger Moth GP/EP
This trainer scores high on scale
appearance and performance
By Chris Barrett
60 Staufenbiel/Horizon Hobby
1400mm Red Bull Corsair
Boost your adrenaline with this scale Departments ON THE COVER: Who doesn’t love a Cub? This month,
we highlight 12 of our favorite RC models and showcase
show plane 8 | Preflight Sentimental Journey, an annual gathering of full-size Cubs and
By Aaron Ham their human companions.
10 | Airwaves
72 RocHobby NXT Nemesis 12 | Tips & Tricks
This racer combines beauty and speed
By Michael York 14 | Pilot Projects
16 | Flightline
86 Xiro Xplorer V
Affordable entry into aerial videography 80 | Rotor Speed
By John Kauk 98 | Final Approach
MODEL AIRPLANE NEWS (USPS 533-470; ISSN 0026-7295) is published monthly by Air Age Inc., 88 Danbury Road, Wilton, CT 06897 USA. Copyright 2016, all rights reserved. Periodicals postage permit paid at Wilton, CT, and additional offices. Canadian Post Publications
Mail Agreement No. 40008153. SUBSCRIPTIONS: Go to ModelAirplaneNews.com. U.S., $38.00 (1 yr.); Canada, $46.00, including GST (1 yr.); International $56.00 (1 yr.). All international orders must be prepaid in U.S. funds; Visa, MC, Discover, and AmEx accepted. EDITORIAL:
Send correspondence to Editors, Model Airplane News, 88 Danbury Road, Wilton, CT 06897 USA. Email: MAN@airage.com. We welcome all editorial submissions but assume no responsibility for the loss or damage of unsolicited material. To authors, photographers, and people
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Preflight
BY DEBRA CLEGHORN | EXECUTIVE EDITOR
Est. 1929
EDITORIAL
Executive Editor Debra Cleghorn ii debrac@airage.com
This E-flite Clipped Wing Cub Senior Technical Editor
is one of the dozen Cubs we Gerry Yarrish ii gerryy@airage.com
showcase in our “Everyone West Coast Senior Editor John Reid ii johnr@airage.com
Loves a Cub!” feature. Associate Editor Matt Boyd ii mattb@airage.com
Copy Editor Suzanne Noel
CONTRIBUTORS
Jason Benson, Sal Calvagna, Budd Davisson,
Don Edberg, Mike Gantt, Dave Garwood, Dave Gierke,
Greg Gimlick, John Glezellis, Aaron Ham, Carl Layden,
Clarence Lee, Jim Newman, Greg Poppel, Mark Rittinger,
Jim Ryan, David Scott, Jerry Smith, Craig Trachten, Paul
Tradelius, Pat Tritle, Rich Uravitch, Nick Ziroli Sr.
ART
Creative Director Betty K. Nero
Art Director Kevin Monahan
DIGITAL MEDIA
Web Producer Holly Hansen
VIDEO/PHOTOGRAPHY
Photographer Peter Hall
Videographer Adam Lebenstein
ADVERTISING
Director Advertising & Marketing David J. Glaski
ii203.529.4637 | davidg@airage.com
Senior Account Manager Mitch Brian
ii203.529.4609 | mitchb@airage.com
Senior Account Executive Ben Halladay
ii203.529.4628 | benh@airage.com
Account Executive Diane de Spirlet
ii203.529.4664 | dianed@airage.com
CONSUMER MARKETING/PRODUCTION
The Media Source, a division of TEN,
The Enthusiast Network
MARKETING & EVENTS
Cub Crazy Marketing Assistant Erica Driver

Event Manager Emil DeFrancesco
To the best of my knowledge, “Cub Yellow” is the only shade on the color wheel to be named PUBLISHING
after an aircraft, and it’s no wonder because the high-wing classic has been beloved since its Group Publishers Louis V. DeFrancesco Jr.,
introduction in the 1940s. If—like us—you love Cubs, you’ll love this issue. To start, we showcase Yvonne M. DeFrancesco
a dozen of our favorite Cub models, from microfliers to giant-scale gassers and everything in
between. We also review an updated version of a favorite foam flier, the Multiplex FunCub XL,
FOLLOW US
which retains the great flight characteristics of its predecessor in a “bigger is better” airframe.
On Facebook: modelairplanenews
And last, we knew Cub lovers would enjoy Flight Journal editor-in-chief Budd Davisson’s Follow us on Twitter: @modelairplane
coverage of Sentimental Journey, an annual gathering of Cubs and their companions in eastern Instagram: instagram/modelairplanenews
Pennsylvania. Visit us online: ModelAirplaneNews.com
Comments may be sent to: MAN@airage.com
This issue also has advice on flying slips, a review of a 20cc rear-exhaust gas engine, and a
makeover that turns an ordinary T-28 Trojan in its white-and-orange Navy trainer scheme into
a Vietnam ground-attack aircraft, which will surely turn heads at the flying field.
No matter how much time you spend alone in your workshop assembling and repairing
planes, I think you’ll agree that modeling is not a solitary hobby. We share techniques and
pitfalls, are inspired by extraordinary builders and pilots, and enjoy showing off our latest EDITORIAL OFFICE
88 Danbury Road, 2B, Wilton, CT 06897 USA
creations—no matter how humble. When I’m posting on the Model Airplane News Facebook
EMAIL MAN@airage.com
page, at an event or trade show, or at the local flying field, it’s impossible to ignore the energy PHONE (203) 529-4635
and camaraderie that our RC aircraft generate. That’s why we decided to sit down with eight
icons of the industry to find out their secrets to success. I know you’ll enjoy our “The Pros Tell
All” feature, and I hope it inspires you to share your RC knowledge.
The Association of RCX.com
Magazine Media
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PRINTED IN THE USA

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.
Facebook
Talking Fuel Lines
We recently posted John Glezellis’s take on
plumbing the fuel system in his giant-scale
airplanes. On all his nitro- and gasoline-powered
airplanes, he uses zip-ties to secure the fuel
lines going from the fuel tank to both the
carburetor and the muffler. When routing lines
within his airplane, he always makes sure that
they can move freely and are not sharply bent
or kinked. He also ensures that the fuel lines do
not come into contact with anything hot, and
uses zip-tie fasteners to secure the lines in the
engine compartment.
ModelAirplaneNews.com
Giant Heinkel He 111 Luftwaffe Bomber
Our good friend and Model Airplane News contributor Carl Bachhuber is a master when it
comes to building really, really big, seldom-modeled RC aircraft, and this one is no exception!
The third Heinkel he has built in the last 20 years, this 1/5-scale version is the biggest. The
178-inch-span airplane is powered by two Desert Aircraft 60cc gas engines, and the main gear
and retracting tailwheel were built by Carl’s friend Bob Walker of Robart Mfg. fame. Carl says,
“The plane weighs just over 100 pounds, 17 pounds of which is nose weight. Servos are all Hitec,
and the radio is a Futaba 12-channel FG. The He 111 is a really nice flying twin as the wing is
exceptionally thick and wide, and the engines are close together.” Thanks to NJ Hunt for taking
this great video and sharing with us!
Don Dickmann: I saw Carl’s exceptional Tom Jollay: I would really love a set of plans RL: Can’t get them too secure for me.
Heinkel fly at the CARDS event in formation and details for any of the He 111s he has built. Had my favorite flier go up in flames
with two Mk I Spitfires last Saturday (the He’s always done such great work. Love when the line to the engine came off and
sunny day). Quite a sight! wondering what he’ll be back with each year. fuel and hot engine held a meeting. Spectacular!
Gary Lessard: I’ve known Carl for years, and P. J. Smith: Simply wow! Spectacular SM: Zip-ties have worked for me in
he still astounds with his builds. Hope to see performance. Well done. past—only way to seal off my YS110FZ
this at Chatham soon. system. Your mileage may vary.
DW: I solder Du-Bro brass barbs onto
the tank’s brass tubing, then secure
U In Our Mailbox Tips Correction the lines with zip-ties. No air leaks if
done correctly!
On page 14 in your Tips & Tricks column (August 2016),
JT: I slice a thin section of the fuel line
one of the tips needs to be corrected. I have been doing
(O-ring size) and then use a pair of
woodworking for more than 50 years, and one of the
needle-nose pliers to slip it over the end
cardinal rules of lubricating wood screws for insertion into predrilled pilot holes is never to use
of the fuel line. It acts like a clamp and doesn’t
soap. Soap is hygroscopic (absorbs water) and, therefore, gets wet. Landing-gear blocks are
cost a penny. Works for me.
usually made out of some type of hardwood, so the ideal lubricant is carnauba wax, readily
available at woodworking-supply stores; one to mention is Rockler. When you put the wax KG: Uneven pressure with ziplock.
on the screw, the heat generated from inserting the screw will coat the screw uniformly and Seems the old-fashioned wire
then the screw will go in very easily; ease of removal is also the same. In a pinch, you can use a wound around the fuel line is still
household candle, but the best is the carnauba wax.—Joseph Yalove, Springfield, PA the most secure.
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
Tips&Tricks USEFUL HINTS FROM MODELERS | Illustrations by Richard Thompson
CLEAR GLUE TO
THE RESCUE
CHEAP RACK
I enjoy flying indoor micro
RC airplanes, but sometimes
a hard landing causes the I needed a way to hang up model parts but did not
need for repairs. For models want to spend a lot of money. I needed something
that have plastic struts and compact to fit into my crowded shop and found a
other fine attachment points, folding metal clothes rack at a local home-supply
I have found that Bob Smith store. It cost less than $20 and is strong, compact,
Industries’ Foam-Cure is an and perfect for drying painted plane parts.
ideal repair adhesive. I squeeze out some glue on a notepad, use a toothpick to apply a Bob Beard, Marietta, GA
very small amount to the affected parts, and tape them together for about 10 minutes. The
adhesive dries clear and flexible—and it is foam-safe.
Geoff Cozine, State College, PA
EASY DEANS
Many folks use Deans connectors with their electric
planes but find them difficult to disconnect. I found that
a small reversible pair of snap-ring pliers can do the trick.
Drill a small hole in each half of the Deans connector
so that the pliers fit. Use caution, and do not drill all the
way through the connectors—just deep enough for the
points of the pliers to do their job.
R. Michael Clarey, Naples, FL
TOOLBOX SECURITY
Avoid dumping your tools all over the place by
getting in the habit of attaching a small carabiner
clip to the locking hole on your toolbox. This is
especially helpful as the toolbox ages and the
plastic latch doesn’t hold as well.
Frank Mellott, State College, 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 U info@bsi-inc.com U (805) 466-1717
8060 Morro Road U Atascadero, CA 93422 U USA Find us on Facebook at Bob Smith Industries
Pilot Projects SHOWCASING WHAT YOU BUILD & FLY | Email entries to: MAN@airage.com
SKYBOLT
Charles D. Bruce Jr., Brunswick, GA
Built from an old Great Planes kit that Charles found at a yard sale,
this plane is powered by a Turnigy G60 outrunner and 5000mAh
battery. All four of its ailerons are functional, and a Tru-Turn spinner
is the finishing touch. Charles writes, “Being a UGA graduate, I
couldn’t help but call it the ‘Bulldog Express.’”
PI LOT
PROJEHCE T
OF T
MONTH
J-3 CUB
CANADAIR CL-215 WATER BOMBER Robert Labriola, Bristol, CT
Decked out in Swiss military medical livery, this SIG
Michael Rogozinsky, Toronto, Ontario model is powered by a Zenoah G-20 and uses a
Would you believe that this flying boat was built free-hand (no plans) out of Depron foam sheet? Spektrum DX7 radio and Hitec servos. Robert adds, “It
Powered by two E-flite 450 motors, the 72-inch-span aircraft is a very stable and slow flier. Michael flies like a big Cub should: very docile and a real floater.”
notes, “It has been flown from land and water, and the radio is programmed to advance throttle on one
motor with opposite rudder (differential thrust), so that the model can turn easily on water.” Bravo!
A320
Dino Skapyak, Pingree Grove, IL
When one of his flying buddies asked him to create a Star Wars theme on his Supreme Hobbies A320
jet, Dino designed graphics to represent each side of the Force and sent them to Callie Graphics for
printing. Dino added them to the 47-inch-long, EPO jet to create a one-of-a-kind plane.
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.
Flightline YOUR #1 SOURCE FOR RC NEWS
E-flite UMX B-25 Mitchell

Thanks to its AS3X flight stabilization, this baby bomber flies like a dream,
and you’ll love its gun detail, 3-blade propellers, and the ability to replicate
the Doolittle Raider of your choice with the decal sheet provided. It comes
ready to bind to your compatible 4-channel radio; just add a 1S 300–500mAh
LiPo and you’ll be mission-ready. The B-25 costs $119.99. e-fliterc.com
Futaba 18MZ WC
With input from world-renowned F3A pilot Christophe
Paysant-Le Roux, this “World Champion” transmitter is
Futaba’s most advanced system yet! It can be used to
track data from FASSTest, FASST, and S-FHSS equipment
and is compatible with T-FHSS protocol and all Futaba
T-FHSS receivers. It comes with a R7008SB receiver
that supports a wide range of telemetry functions,
including voltage, altitude, servo information, GPS,
rpm, and temperature. The 18MZ WC costs $2,999.99.
futabarc.com E-flite Timber
Equipped with its shock-absorbing, Tundra Tire landing gear, Timber can
take off and land in 2 feet or less, and an optional float set with rudders
is also included to expand your flying sites. The 61-inch-span Z-Foam
model has functional slotted flaps and optional leading-edge slats and
is equipped with AS3X flight stabilization and optional SAFE Select
technology. Navigation and landing lights, beacons, and wingtip strobes
add the finishing touch! The PNP version is $219.99; the BNF is $249.99.
e-fliterc.com
Venom P3 Professional
Now it’s even easier to keep your DJI Phantom 3 drone Blade FPV Manta
in the air! This unit can charge, cycle, and storage- Get ready for some first-person-view excitement! The Manta comes with a
charge up to four DJI batteries at the same time! Four high-resolution, wide-angle-lens camera and a long-range 600mW 5.8GHz
independent 100-watt power supplies and twin cooling video transmitter and even has ample space in its nose for a GoPro. SAFE
fans keep this workhorse performing even under the Select technology and AS3X stabilization make flying easy, and the Manta’s
most demanding conditions. The P3 comes with charge Z-Foam construction means that it can handle those not-too-gentle landings.
leads for Professional, Advanced, and Standard Phantom The 43-inch-span Manta comes ready to Bind-N-Fly with your compatible
3 drones and costs $299.99. venompower.com transmitter and costs $419.99. bladehelis.com
JR Americas to Distribute
SebArt RC USA Atlanta Hobby Katana KMR 250
With its all-carbon 250-class airframe, the KMR 250 is fast and lightweight.
SebArt is led by designer and pilot It comes with Twister brushless motors, Opto speed controls, a 700-line CCD
extraordinaire Sebastiano Silvestri. “Seba,” camera, and a Naze32 flight controller. It is available ready to fly for $459.99
as he is known in the RC community, is and in a Bind-N-Fly version for $259.99. The KMR 250 also includes a lost-
not only one of the world’s top F3A and 3D model alarm, switchable front and back lights, and a battery-voltage tester.
competition pilots but also equally revered atlantahobby.com
for his outstanding model designs. And now
SebArt’s sleek, beautifully covered pattern
and 3D aircraft will soon be available in the
United States, thanks to JR Americas. Watch
these pages for new releases and reviews!
jramericas.com/sebart
Spektrum DX20
The DX20’s AirWare software gives expert pilots all
the programming features they could want along with
a few they never knew they needed, and its intuitive
Simple Scroll interface makes navigating menus
easy. Unique features include multiengine control;
ProTrim in-flight dual-rate, expo, mix, and differential
adjustments; programmable voice alerts; built-in
E-flite Radian XL
With a 2.6-meter polyhedral wing with fully proportional spoilers, the
sequencer and servo balancers; wireless trainer
Radian XL brings the fun of soaring to a new level. Big and easy to fly, and
link; and much more. The DX20 costs $1,299.99.
equipped with AS3X flight-stabilization technology, the big Z-Foam glider
spektrumrc.com
can be assembled and disassembled in minutes and comes with its power
system and servos installed; you’ll need a 3S 3200mAh LiPo and 5-channel
DSMX/DSM2-compatible radio. The Radian XL costs $229.99. e-fliterc.com
Great Planes Quik-V6 Q500

Need an adrenaline rush? This Nats-winning design by Jim Allen offer pure
performance and 100mph speeds! This ARF comes built and covered, with
balsa-sheeted foam-core wing that’s reinforced with carbon fiber and
fiberglass. The all-white finish means that you can easily add your own trim
scheme. This $199.99 racer requires a .40 to .55 engine and a 4-channel
radio system with V-tail mixing. greatplanes.com
SEPTEMBER 2016 17
TIPS AND HINTS
THE PROS
TELL ALL
FROM THE EXPERTS

While we enjoy our RC hobby, it is easy to take it all for granted. The people behind the models, events, and
BY GERRY YARRISH
articles often go unrecognized. Model Airplane News has enjoyed the unique pleasure of working and interacting
with many of these personalities, most of whom we consider close and valued friends. The total experiences
included here spans many decades. Personally, I’ve learned most of what I know about RC today from their
unselfish knowledge sharing. This article includes several helpful tips and hints for our readers’ benefit. If you’ve
ever asked, “How do they do that?,” here are some of the answers.
Flying a twin is no different

from flying a single-engine
aircraft, as long as both
engines are running.
Nick Ziroli shows off his
Lockheed P-38 Lightning.
With a 114-inch wingspan, the
P-38 was ideally powered by
a pair of Zenoah G-45s.
Nick Ziroli Sr. › Multiengine Setups

here’s something special about seeing—and hearing—a twin- throttle-linkage setup. Make sure that your linkages are attached to the
T engine warbird fly by. The most important thing to consider

when flying RC twins is engine reliability. I have flown hundreds
of multiengine flights with my P-38 Lightning, Beech D-18, C-47,
and P-61 Black Widow, and I have rarely suffered an engine-out. This
is because I take the time to set up the engines properly. Most engine
same holes in the servo arms and that both carburetors move the same
amount and in linear response to the throttle stick’s travel. Of course,
balance the props properly and use the same mufflers, each tightened
into place properly. Using safety-wire to securing the muffler bolts isn’t a
bad idea, either.
problems are caused by the filter screens inside the carb being clogged, Flying a twin is no different from flying a single-engine aircraft, as
causing poor fuel flow. I always use two filters in my fuel container: a felt long as both engines are running. If you do lose an engine, throttle back
clunk filter and an in-line paper filter. I always use a clunk filter backed slightly and determine which engine is out. Then adjust rudder trim to
up with in-line filters between the engines and the model’s fuel tanks. I compensate for the offset thrust and unwanted yaw. Bring the model in
use industrial-grade filters, which you can buy at most small-engine and for a landing but try not to turn sharply into the dead engine. The most
lawnmower shops. important thing while you set up your emergency landing is to maintain
Set up both engines so that they are absolutely identical in operation. proper airspeed.
Use the same servos and the same clevises and pushrods in each
Most jets cannot be hauled off the ground
with brute power; they simply need to build up
speed until the wing starts working.
Rich Uravitch has been involved with RC jets from the very
start and has designed several e-powered ducted fan jets.
His most recent is this 61.5-inch span SubSonex, which
uses a 90mm EDF and a 6S to 8S LiPo flight pack.
Rich Uravitch › Getting into E-Jets

he time couldn’t be better to get into jet modeling, especially will give you valuable jet stick time. This class of jets is also less expensive
T the electric variety. What we now have available in EDF

(electric ducted fan) models is nothing short of amazing, and
it will only get better—and less expensive—as time goes on.
Many now come with built-in
stabilization systems that make
and can be powered by smaller 3S and 4S LiPo packs.
Stepping up in size to 80–110mm does increase expense somewhat
but also makes available a fair number of jets that feature molded
fiberglass components and
balsa-sheeted wings. The
flying them that much easier. advantages here are more
The F-85 Sabre is a popular
Generally speaking, if you’re jet from E-flite. durable airframes, better
comfortable flying an aileron- flying qualities, and larger
equipped, moderate-speed equipment-installation areas
sport model, you should have so that components aren’t
no difficulty with a jet. If you are shoehorned into place. Batteries
just getting started, however, required for this class usually fall
here are some tips that will into the 4S to 8S category. The
make the transition smoother. increased wing loading makes
Most EDF jets fly much like flaps more important, especially
their prop-driven counterparts, during landing. They are a great
but there are some differences. benefit, and you should practice
Once recognized and using them to improve your
understood, these differences landings skills.
pretty much disappear. Initial Going up yet another notch
takeoff acceleration is slower puts you in the 120mm and larger
than with prop-driven models, fan group. Generally operating
and with no prop blast over with 10S to 12S packs (37 to
the control surfaces, control 44 volts), they generate
response will be a bit slower megawatts of power and
as well. Most jets cannot be demand respect, attention, and
hauled off the ground with brute power; they simply need to build up proper maintenance. Understandably, the components that fit into this
speed until the wing starts working. Any of the 70mm ducted fan–size group are the most expensive. This increased performance demands
ARFs are a good place to start, and many of them come with preinstalled increased attention to detail and the necessity to perform proper
retractable landing gear. Because they are made out of molded foam, maintenance. Don’t use questionable servos, radios, or battery packs that
they’re unfortunately prone to damage through day-to-day use, but they might be marginal in performance or otherwise seem suspect.
SEPTEMBER 2016 19
THE PROS
TELL ALL
Just make sure that

you always see
some sky between
the planes. If the
aircraft never
visually cross paths,
Flying a pair of Top Flite
then they can’t make
Mustangs down on physical contact.
the deck is a definite
challenge. You have
to have a plan to be
successful.
Lyle Vasser › Formation Flying

he most rewarding, challenging, and interesting
T thing that I’ve ever done with RC planes is formation

flying. I am fortunate to have a good wingman
who is an excellent RC pilot: Steve Forrest. Having
someone you can trust not to do anything wacky in the air is
a major confidence builder when maneuvering within a few
feet of each other. We are careful never to claim that we fly
in true formation, but we are always practicing it. Here are a
few pointers.
The number-one rule for flying in formation is obvious:
Don’t hit each other’s plane! Just make sure that you always
see some sky between the planes. If the aircraft never
visually cross paths, then they can’t make physical contact.
Steve and I always keep a healthy “couple feet of sky”
between us, and in 10 years, we have never collided while
flying formation. (One time, though, we did come really,
really close!)
The number two rule is don’t fly the wrong plane! This
is perhaps the hardest part, especially under low-light
conditions, when the planes tend to silhouette. Because
you have to keep both aircraft in sight and somewhat follow
what the other aircraft is doing, you really have to focus on
your own airplane. On the downwind legs, we like to rock our
wings occasionally to make sure that the correct aircraft are
responding. Also, have one pilot be in charge of the flight. His
job is to keep things smooth and to call out the maneuvers.
The second person’s job is to keep up with the first person
and adjust his throttle accordingly to maintain formation. This
is very important in turns, where the outside person has to
fly farther (and faster) to maintain relative position. The owner/operator of Best Pilots, Lyle Vasser is also an accomplished RC warbird pilot.
Frank Tiano › Panel Lines
and Rivets
ne of the most obvious enhancements that
O can be done to a scale model is adding panel

lines and rivet detail. This technique is really
simple and does wonders to make a basic
model perk up. The panel lines should be done first. A
smooth, well-sanded surface is a must. Add a light coat
of primer, lightly sand, backfill any obnoxious dings or
scratches, spot-prime, and sand again. Wipe the surface
down with denatured alcohol, and use a good three-
view drawing as a guide to draw the panel lines that you
want on your model.
Get several rolls of Chartpak drafting tape, and lay the
tape down over the drawn lines. I use 1/32-inch-wide
tape on 1/5-scale or larger models, and 1/64-inch-wide
tape on 1/6-scale and smaller models. With the drafting
tape applied, you can opt for “innies” or “outies.” In
other words, (1) you can proceed to prime and paint
over the drafting tape, which gives the effect of panels,
or (2) you can lay down several light coats of primer,
building them up just over the tape and then, in about
three to four hours, remove the tape, leaving a channel
or indentation to represent the panel lines. There are
times when either or both may look appropriate. It’s
your choice. In either case, lightly sand, apply your color
coats, and the panel lines will be there forever.
Rivets can be Rivets can be simulated in several ways, but I prefer
simulated in several to burnish them in with a piece of sharpened brass
tubing. Take 1/8-inch-diameter brass tubing, and cut it
ways, but I prefer into several 1-inch-long pieces. Sharpen the ends, and
to burnish them chuck one into a Dremel tool. Turn on the tool, and lightly
in with a piece of press the tubing against the surface next to the panel
line. It requires a steady hand, but after a few practice
sharpened brass rivets, your brain will take over and help you become less
Frank Tiano in his workshop,
showing off his Italian Macchi
tubing. jittery. When the tubing gets dull, replace with a new one
C.200 Saetta fighter. and keep going. You can do this before or after painting,
depending on the effect you’re after.
Sharpening the brass

rivet burnishing tool.
Rivets and panel lines go hand-in-hand on

any scale aircraft.
SEPTEMBER 2016 21
THE PROS
TELL ALL
A well-equipped A-1H
Skyraider comes in for a
landing at Top Gun. Notice the
amount of flaps deployed.
If the full-size airplane used 90 degrees of down
flap during landing, you should do the same with
your scale model during approach to landing.
John Glezellis is a professional
aerobatic RC pilot with years
of experience. He recently
John Glezellis › Getting into Scale added scale competition to his
logbook.
or years, I had attended Frank Tiano’s scale extravaganza as part
F of his noontime aerobatic airshow, then several years ago, I started

flying in the scale competition. If you are breaking away from
aerobatics, here are some tips for choosing and setting up your first
scale model and making it easier for you to fly.
First, you have to pick the airplane that fits your needs and pilot skills, and
you need to have a flying field that can handle it safely. I recommend that
pilots choose an airplane that they are not intimidated by. Use your piloting
skills as a guide for the type of plane you can fly comfortably. Don’t try to
fly a heavy warbird or a turbine jet from a small grass runway with trees at
either end.
Keep it simple. If you want a fully-decked-out, 88-inch-span Spitfire
Mk XIV from Yellow Aircraft, first try building and flying an 89-inch Spitfire
ARF from ESM. They both have similar flight characteristics, but the ARF can
be built in the fraction of the time. Now, learn to use the programmable mixes
on your computer radio. Use the flap system. Flaps are a major part of many
scale aircraft, so do some research and learn how the plane performed with
flaps. If the full-size airplane used 90 degrees of down flap during landing, you
should do the same with your scale model during approach to landing.
The elevator-to-flap mix is also great for fine-tuning your model’s
performance. If the nose rises or lowers when flaps are applied, this trim will
automatically compensate and your model will fly and perform smoother.
Also be consistent with your function-switch locations. Keep the flaps and
other functions, like retracts and bomb drop, on the same switches for all your
models; this way, you won’t be hunting for them while flying. Take advantage
of all the features of your radio equipment to add consistency to your flying.
THE PROS Longtime MAN
TELL ALL contributor Greg
Gimlick has done it
all when it comes to
electric-powered
airplanes. Here, he is
Greg Gimlick › Keeping showing off his twin-
Your ESC Happy powered Durafly WW II
Me 110 Messerschmitt
here’s one thing that all electric airplanes
T
fighter/bomber.
have in common. Whether you fly heli copters,
airplanes, giant-scale, indoor, or micro models,
the heart of your model’s power system is
the ESC (electronic speed control), and if it’s unhappy,
you will be too. The costs and types of speed controls
vary in every aspect, and that includes quality. Here
are some tips to improve your understanding of how to
make them last—which, in the end, saves money and
your aircraft!
First tip: Quality matters. This pretty much covers
everything: motors, connectors, installation, solder
joints, and especially speed controls. Matching
components is also important. The quickest way to
get experience buying speed controls is to buy them
Heat is the enemy, and
too small for the application—meaning the motor if you let cool air into
voltage and current requirements, including the BEC the fuselage, you have
(battery eliminator circuit) if you’re using one. If you’re
sizing your speed control based on the maximum
to provide an exit hole
requirements of the system and you’re just barely about twice the size of
meeting them, go to the next size up. Keep your power the inlet hole.
system properly cooled with adequate airflow. Heat is
the enemy, and if you let cool air into the fuselage, you have to provide a
place for the air to get out too. That exit hole should be about twice the
size of the inlet hole.
Two more important tips are to keep your wires as short as possible
to minimize resistance and never mismatch connectors. Female bullet
connectors jammed into a Deans Ultras is a recipe for disaster. Likewise,
alligator clips have no place in an electric airplane. All of these things
The main thing about keeping your ESCs happy is to properly match all the items increase inefficiency, but more important, they are dangerous and create
that make up your power system. a fire hazard.
Clarence Lee › Great Engine Tool

considerable number of engines pass through my hands every month, and quite a few
A of them, particularly 4-strokes, come in with butchered prop-drive washers. Having

been grabbed with pliers to keep the engine from turning over when tightening the prop,
it seems to be common practice but is not a good idea. Micro-Mark, a company that
specializes in unusual tools and equipment, has the answer to this problem. Intended specifically
for grabbing model-engine prop-drive washers, Micro-Mark’s small channel-lock pliers feature
nylon jaw inserts that grip without scratching and are especially helpful if you are into 4-strokes.
You can order them online at micromark.com; look in the “Hand Tools” section. Priced less than
$35, this tool should be in every toolbox.
Clarence Lee, Engine Clinic columnist for MAN, has a lifetime of experience when it comes to working on and
repairing the older RC glow engines.
THE PROS
TELL ALL
Four-time Top Gun winner

David Wigley knows what it’s
like to produce a winning RC Everything on your
aircraft. His advice is gold for
pilots wanting to improve their competition airplane
score in scale competition. must work perfectly
all the time. You can’t
expect to fly well if
you’re constantly
scrambling to fix things
at the last minute.
David Wigley › Scale Competition

aving competed in the Masters Class at Top Gun for many
H years, I’ve won the “Mr. Top Gun” award four times with my
scratch-built Westland Wyvern and Bristol Beaufighter. At this
year’s event, I was encouraged to put on a judging seminar and
share some of the secrets my success. As Harry Higley has said, “There
are no secrets!,” and to me, that’s what our hobby is all about: sharing
our ideas and accomplishments with fellow modelers. Over the years of
building and flying competition scale models, I have always tried to learn
as much as I can from those who have been successful. I save magazine
articles that demonstrate a good technique and make notes for future
reference. When I see some really nice detailed feature on a model, I’ll ask
the builder how it was done. Here are some of my tips for success.
When it comes to static judging, one of the biggest mistakes that
people make is giving the judges too much information. Remember, you
start out with a perfect score of 100, then they downgrade from there.
The trick is to give the judges enough information but avoid giving them
opportunities to take points away. At events like Top Gun, AMA Nationals,
and the Scale Masters, your final score is heavily weighted toward the At this year’s Top Gun event, David flew his ultra-reliable 96-inch-span Hawker
static score, not the flying rounds. I’ve won because I have put a lot of Tempest. It is powered by a Quadra 75cc gas engine.
effort into making sure that I didn’t leave any points on the static table.
You do, of course, have to be able to fly precisely, but no amount of put together a flight plan that is unique and interesting. The judges will
precision flying will improve your static score. like it and reward you accordingly. It’s also important to practice if you
When it comes to flight scores, let’s face it: Judges are human. As want to do well and strive for reliability. Everything on your competition
such, they strive to be fair and consistent, but they have already seen airplane must work perfectly all the time. You can’t expect to fly well if
lots of P-47s and Mustangs and have scored countless split-Ss and you’re constantly scrambling to fix things at the last minute. And that
Immelmanns. I think one of the reasons why I’ve done well is because goes for your support equipment as well as your caller; everything—and
I choose unusual subjects. You can really improve your score if you everybody—must be reliable.
Flight Test
MULTIPLEX
FunCub XL
More fun from this larger, more powerful version
BY GERRY YARRISH PHOTOS BY PETER HALL
SPECIFICATIONS
MANUFACTURER: Multiplex
DISTRIBUTOR: Hitec RCD
WINGSPAN: 67 in.
WING AREA: 687.25 sq. in.
WEIGHT: 6 lb. 5 oz.
WING LOADING: 21.79 oz./sq. ft.
LENGTH: 47.25 in.
RADIO REQ’D: 7-channel minimum
PRICE: $199 (kit); $399 (receiver-ready)
GEAR USED
RADIO: Hitec Aurora 9X transmitter, Optima 9
Hitec receiver and six Hitec HS-225BB servos
(required)
MOTOR: Permax BL-O 4235-0480 brushless
(required)
ESC: MULTIcont BL-60 SD speed controller
(required)
BATTERY: MaxAmps 6S 4000mAh 22.2V LiPo
pack (required)
PROPELLER: Plastic 14x8 (included)
HIGHLIGHTS
Excellent quality
Easy construction
Great flight performance
Almost everyone who has held an
RC transmitter in his or her hands has
heard of the FunCub. This very popular,
rugged molded-foam fun-fly airplane
from Multiplex has a 55-inch span, big
bush-plane wheels, and optional flaps.
Now sporting a 67-inch wingspan, the
new FunCub XL is even more fun in a
larger package. Our review plane is the
kit version, and it was easy to assemble.
Made from Elapor foam, the model
comes with all the molded parts needed
to complete it. I was able to easily
assemble the model in a couple days
the firewall, battery tray, and landing-gear base

together. The wings are strengthened by a sturdy,
lightweight carbon-fiber main wing spar and a
smaller aft sub-spar. All hardpoints and attachment
brackets are made from molded plastic, and they
all fit precisely into place. Also included are all the
required hardware; an aluminum undercarriage
and big bush-plane wheels; propeller; prop hub
and spinner; and large, easy-to-apply, precut
decals. The front of the cowling is held in place with
magnets, and the main hatch cover/windshield is
held in place with plastic retainers, for easy access
to the battery pack and radio gear.
Building the model is easy to do, and the
illustrated instruction manual almost makes having
to actually read something unnecessary. You
start by gluing the plywood M-frame into the right
side of the fuselage and then gluing the rudder
and elevators in place. Servo lead extensions are
required, and I used 3M blue tape to hold the leads
in place so that they would not move out of position
as I glued the fuselage halves together. Being made
of Elapor foam, you can use regular CA glue and
accelerator during construction. The instructions
FLIGHT TEST MULTIPLEX FUNCUB XL
advise against using foam-safe CA as it does

not make as strong a bond on this type of
foam. I used Hitec HS-225BB servos for all
the control surfaces, including the flaps and
ailerons, which use separate servos mixed
together. I next installed the main landing gear
and the tailwheel assembly on the fuselage
so that it would be held up off of the bench
during construction. It helps to have your motor
and power system before construction. The
Permax BL-O 4235-0480 brushless motor
and MULTIcont BL-60 SD speed controller
are recommended, and I used a MaxAmps
6S 4000mAh 22.2V LiPo pack for power.
Optional accessories that you can add during
construction include a complete LED lighting
system, a tow-plane release mechanism, and
bomb-bay doors.
A fair amount of your time involves gluing
the hinges and control horns in place. With the
elevators and rudder, the hinges are glued into
slots and then are covered over with molded
cover pieces. The elevator halves are molded Above left: The aileron servo installation is just in front of the aileron and between the attachment points for
as one piece, but you imbed a wire joiner and the lift struts. Above right: The flaps have offset hinges that provide plenty of control surface throw. Below: The
connection between the wing’s lift struts and the landing gear is very strong and uses a snap-into-place clip to
a plastic hardpoint for the elevator control- make attachment quick and easy.
horn installations to strengthen the control
surfaces. Each of the five offset flap hinges has
to be assembled before gluing them in place.
The center hinge assemblies also incorporate
the flap control horns. The flaps and aileron
servos are glued into their recesses, and short
wire control linkages connect them to their
respective control surfaces.
A unique feature of the wing panels is
the recessed area at the root ribs that hold
the wing servo connectors in place. Covered
over with a hatch cover, this helps speed field
assembly. There is an alignment ring that
must be glued to the wing spar tube. This
ring fits into a recess in one of the wing-root
attachment brackets, which are glued to the
tops of the cabin sides. Two small nylon wing
Flaps Made Easy

Using the Hitec Aurora 9X radio makes it easy setting up dual flaps mixed
together. First, you have to select the proper wing type for your model. You will
have several options, and for the FunCub XL, you need to select the wing with
two flaps and two ailerons. This, in turn, activates the Flap Con submenu. You
can then adjust your functions and assign the switches you want; I selected
the left slider switch next to the throttle stick. Also available are the flap trim
mix function, so you can adjust the positions of each flap. Also the flap-to-
elevator mix comes in handy for fine-tuning the airplane’s pitch reaction to
lowering and raising the flaps. With 10 percent down-elevator mixed in, I found
that the model flies very smoothly with little to no pitch changes when the
flaps are activated. As with any airplane, you will have to fly and play with the
settings a bit to really dial in the FunCub XL.
You can control the flaps whichever way you prefer, but the author finds it convenient to use
the left slider switch on the Aurora 9X transmitter.
FLIGHT TEST MULTIPLEX FUNCUB XL
screws hold the panels in place. The wings are

also supported by struts made with carbon-
fiber tubes. A plastic and aluminum attachment
bracket ties the bottom of the strut assemblies
to the landing gear, and ball-link attachment
clevises attach the tops of the struts to the
wing panels.
The horizontal stabilizer simply slides into
place and is glued to the fuselage, while the
rudder’s hinges snap into place on the hinges in
the vertical fin. Lengths of carbon fiber are used
to support the stabilizer and fin. The tailwheel
assembly includes wire springs to connect the
tiller arms to the bottom of the rudder.
IN THE AIR
With the recommended power system and the
provided propeller, the FunCub XL lives up to THE FUNCUB XL OFFERS FUN SHORT-FIELD
its name and really is a blast to fly. With a fully PERFORMANCE ... I REALLY ENJOY SPOT
charged flight pack, vertical performance is
LANDINGS AND TOUCH-AND-GOES.
almost unlimited and the model blasts off the
runway.
The FunCub XL is a good-size sport flier that’s perfect
GENERAL FLIGHT PERFORMANCE for smaller flying areas.
Stability: Overall, with the center of gravity
located 85mm from the leading edge of the
wing, the model is extremely stable. Even in model for mild to wild response. Loops and
slow flight with flaps down, the model is very rolls are excellent, and with medium rates, I felt
solid, even in the turns. that the XL was very pilot-friendly. With the
Tracking: There’s plenty of tail surface area, and throws cranked up to the max, roll rates get
the model tracks very true. very quick and pitch changes are fast. I am sure
Aerobatics: This is what the FunCub XL was you can easily do 3D moves like harriers and
designed for. Powered by the 6S 4000mAh hovers. This model would make a great first-
flight pack, my test model had almost unlimited competition fun-fly competition airplane.
vertical climb performance. Very STOL-like! Glide and stall performance: Overall, the model
The aerobatic performance all depends on has a pilot-friendly wing loading, but you
your control throws, and you can set up the should keep an eye on the airspeed as the plane
is easy to slow down too much and slide out of
a turn. It doesn’t do anything unexpected, but
depending on wind direction, stalls will drop
a wing tip. You can easily put the model into
a purposeful spin, and that is fun. Recovery
is immediate by adding power and releasing
rudder and elevator back pressure.
PILOT DEBRIEFING
With the flaps, the FunCub XL offers fun short-
field performance. You can come in at a steep
angle, and the flaps prevent access speed
buildup. I really enjoy spot landings and touch-
and-goes. The FunCub XL is made for them.
BOTTOM LINE
If you are looking for a sturdy, high-
performance fun-to-fly airplane and want to
save some hobby dollars at the same time, the
kit version of the FunCub XL is the way to go.
It offers a lot of options, so you end up with an
airplane that meets all your fun-flying needs.
The tailwheel assembly is rugged and is attached to a plastic hardpoint bracket that is inserted and glued in The performance you get is well worth the
place. Notice the simple control linkage for the rudder servo. effort put in on the workbench.
3(5)(&7
7(1
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©2016 Horizon Hobby, LLC. Evolution,, Serious Fun and the Horizon Hobby logo are registered trademarks of Horizon Hobby, LLC. All other trademarks, service marks and logos are property of their respective owners. Actual product may vary slightly from photos shown. 52712
Twelve of our favorite fliers
BY THE MODEL AIRPLANE NEWS CREW
WHO DOESN’T LIKE A PIPER CUB? One of the greatest classic airplanes of all
time, the Piper Cub combines strength and reliability in a simple, uncomplicated
design. It even has a color named after it! Model Cubs are great second aircraft,
and they’re just plain fun to fly. In this article, we’ve rounded up a dozen of
our favorites, from classic J-3s to clipped-wing versions and even Super Cubs,
ranging from micro planes to 1/4-scale giants. All of them have the Model
Airplane News stamp of approval, so whichever one you choose we guarantee
that you’ll have a blast flying it.
Hangar 9 1/4-scale PA-18 Super Cub
An amazing scale replica of the famous bush plane, this
aircraft has all the scale looks you could ever ask for,
and it is built really well. Its UltraCote film trim scheme
captures the look of the famous full-size aviation icon,
and a functional, bungee-type suspension on the main
gear; working scale flaps; folding wing struts (for easy
transport); and a full-body pilot figure are all included
as are a hinged cabin door, Super Cub–style wheels, a
painted scale aluminum spinner, a painted fiberglass
cowl with molded panel lines, and a realistic instrument
panel. On takeoff, remember to add power slowly and
smoothly, and hold a little up-elevator until the plane
gains positive rudder control. As you ease off the
elevator, the tail will come up and the Super Cub will
gently float off the ground. We powered our review
model with an E-flite Power 110 brushless motor and
thought it was a hoot to fly!
hangar-9.com | $619.99 (ARF); $1,199.99 (PNP)
QUICK SPECS
WINGSPAN: 106 in.
WING AREA: 1,630 sq. in.
WEIGHT: 17 lb.
WING LOADING: 25 oz./sq. ft.
POWER REQ’D: 1.20–1.60 2-stroke glow, 1.20–1.80 4-stroke
glow, 20–26cc 2-stroke gas, 30cc 4-stroke gas
RADIO REQ’D: 5+-channel w/ eight standard servos
Aeroworks Sport Cub S2 ARF QB
QUICK SPECS Constructed mostly out of balsa and ply,
WINGSPAN: 110 in. this Cub comes with a beautifully finished
WING AREA: 1,760 sq. in. fiberglass cowl and Lexan canopy. All
WEIGHT: 20 lb. 6 oz. necessary hardware is included. Because
WING LOADING: 26.6 oz./sq. ft. of its size, it’s best suited to intermediate
POWER REQ’D: 50cc gas builders and pilots. All control surfaces
RADIO REQ’D: 5-channel w/ eight come hinged and glued in place, with the
standard servos exception of the rudder. The aluminum
landing gear on the Sport Cub S2 is very
scale and extremely well built, and comes
painted to match the color scheme.
Another really nice feature is the working
shock absorbers. These not only will help
with those not-so-perfect landings but
also add another nice scale touch. In the
air, this Cub’s stall speed is almost zero,
and once you do stall, the plane simply
falls forward and starts flying again. High-
speed stability is also good, and you’ll
find that you can have tons of fun buzzing
the field at high throttle setting without
feeling uncomfortable or out of control.
aero-works.net | $949.95
Scratch-built Piper PA-18 Super Cub
If you’d like to build a Cub yourself, Pat Tritle’s
plan is a terrific choice. This scale model has
the correct rudder and horizontal stabilizer
outlines, fuselage, and firewall shapes as well
as scale-length flaps, a full-width windshield,
and a large skylight. For the sake of simplicity,
however, it has top hinging for the ailerons
and bottom hinging for the flaps. The fuselage
and tail group are old school, with bowed
outlines and stick-and-tissue construction.
The wings use egg-crate building style, making
construction quick and accurate. The flaps are
effective, making for some great short-field
bush-pilot landings and takeoffs. In the air, the
model is very stable but not “floaty.” Control input is smooth and predictable, and the
controls are well balanced, which is typical of the Cub. The flaps are effective but will QUICK SPECS
cause the model to balloon when deployed, so a bit of down-elevator mix is required WINGSPAN: 60 in.
for a pitch-neutral deployment. WING AREA: 518 sq. in.
airagestore.com (plan X0114A) | $27.95 WEIGHT: 24.4 oz.
POWER REQ’D: 950Kv outrunner
RADIO REQ’D: 5-channel w/ six sub-micro servos
HobbyZone Super Cub S

This semiscale Cub also makes a great trainer! The “S” in this Cub’s name refers to the new SAFE (Sensor Assisted
Flight Envelope) technology, which makes the aircraft smart enough to understand its flight attitude. It comes with
everything you need to get in the air, including the screwdriver you’ll need for assembly. Put the battery on the included
charger before you begin assembling because this will only take about 30 minutes to build. The little geared brushed
motor and 3S LiPo pack provide more than adequate power for this little gem. Hand launches are easy and made even
more so by employing the “panic button” method of holding the button down while increasing the throttle and throwing
the plane level. This keeps the plane correcting any unwanted attitude during the climb. Ours also took off from a grass
field with little effort and climbed nicely. Power and duration are good for its target user: new pilots.
hobbyzone.com | $169.99 (BNF); $199.99 (RTF)
QUICK SPECS
WINGSPAN: 47.7 in.
WING AREA: 333 sq. in.
WEIGHT: 26 oz.
POWER INCL’D: Brushless
RADIO REQ’D: 4+-channel DSM2/DSMX-compatible
SEPTEMBER 2016 37
Tower Piper J-3 Cub
Built up out of balsa and plywood, this model comes factory wrapped in iron-on
covering and includes all needed hardware. The fiberglass cowl is nicely painted QUICK SPECS
to match. You’ll need to add the windshield and windows, but since it’s easier to WINGSPAN: 81 in.
first install the tank and electronics inside the fuselage, it’s worth it. The wing is WING AREA: 984 sq. in.
permanently glued together, which is solid for flying, but be ready to store those WEIGHT: 136 oz.
81 inches! My first flight was from a smooth, paved runway, but the foam wheels WING LOADING: 19.9 oz./sq. ft.
are big enough to handle less-than-perfect conditions. The steerable tailwheel has POWER REQ’D: .40–.46 2-stroke or .52–.72 4-stroke
plenty of ground control for taxiing. Easing up to full throttle had the tail off the RADIO REQ’D: 4-channel w/ five standard servos
ground instantly and the plane lifting off shortly after. We were very happy with the
.55 engine we used. Landings are also easy: This plane floats really well, so just chop
the throttle and get low, and it will smoothly touch down.
towerhobbies.com | $164.97
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ParkZone Sport Cub
This durable Z-Foam aircraft takes less than an hour to
assemble and is a blast to fly. It has a carbon-fiber wing
joiner and comes with an additional set of landing-gear
wires for the optional float attachment. With those
tundra tires, most surfaces are workable for taxiing,
and the rudder and tailwheel do their jobs well. There
is great power for some fast takeoffs! Hit the flaps and
rollouts are even shorter. Climbing away from Earth is
far from modest, and we’re sure that there are
some people who will play with the plane’s prop
size for even more thrust and speed. Little
power is required to keep it flying, and when
you aren’t running your aerobatic program, you
can relax and cruise around in amazement.
When the time arrives to end your
tomfoolery, landings couldn’t be QUICK SPECS
easier. Flaps or no flaps, this WINGSPAN: 51 in.
model lands slow enough, as WING AREA: 425 sq. in.
a Cub should. WEIGHT: 33.15 oz.
parkzone.com | $179.99 (PNP); $219.99 (BNF) WING LOADING: 11.2 oz./sq. ft.
POWER INCL’D: 480 brushless
RADIO REQ’D: 4+-channel DSM2/DSMX-compatible
E-flite Carbon-Z Cub

Just like the real thing, the
Carbon-Z Cub has more punch QUICK SPECS
than the traditional classic and WINGSPAN: 85 in.
is sure to please both sport and WING AREA: 1,100 sq./in.
aerobatic RC pilots. It comes with WEIGHT: 8.15 lb.
everything needed to get the plane WING LOADING: 17 oz./sq. ft.
flight ready except a flight battery POWER INCL’D: E-flite BL50 brushless
pack and transmitter. The airplane RADIO REQ’D: 5-channel DSM2/DSMX compatible
is molded from durable Carbon-Z–
reinforced foam and has painted-on
color trim. The vertical fin is
molded into the fuselage, and the
horizontal stabilizer is removable
and has a carbon-fiber spar. A
pair of machine screws locks the
stabilizer halves into position. The
rudder is partly hinged and requires
a few drops of CA once mated to
the vertical fin. The elevator, flaps,
and ailerons all come fully hinged.
The BNF version’s 6-channel AS3X
receiver has flight-stabilization
technology, and you supply your
own receiver for the Plug-N-Play
version. The Carbon-Z Cub has
great power-to-weight ratio and is
nimble in the air.
e-fliterc.com | $379.99 (PNP);
$399.99 (BNF)
Multiplex FunCub
With its large, “tundra-style” wheels and plenty of power for short-field
takeoffs, the Multiplex FunCub will surely please those looking for a plane
that they can take and fly almost anywhere. Built entirely out of molded
Elapor foam, the FunCub comes with all the necessary hardware to get your
plane into the air quickly. There are also molded plastic parts included that
are glued into the Elapor airframe. The tundra-style wheels included in the
kit are great for flying off almost any surface. We flew our review plane off
an uneven field that had not been mown for at least a few weeks, and the
plane handled this just fine with no bad characteristics. On takeoff, you’ll
be surprised at how quickly the plane lifts off and the rate of climbout. This
model is definitely not underpowered!
multiplexusa.com | $119.98 (kit); $309.99 (receiver-ready)
QUICK SPECS
WINGSPAN: 55.1 in.
WING AREA: 589 sq. in.
WEIGHT: 40 oz.
POWER REQ’D: 300- to 400-watt brushless
outrunner (included in receiver-ready)
RADIO REQ’D: 6-channel w/ six standard servos
(servos included in receiver-ready)
E-flite UMX J-3 Cub
This Cub’s small size makes it an ideal park flier. The J-3 Cub is a nice
stable airplane to begin with, but E-flite has made it even better with its
QUICK SPECS
AS3X stabilization technology. Foam construction makes this Cub a light
WINGSPAN: 26.4 in.
and sturdy craft that is ready to fly right out of the box. The box itself has
a Styrofoam frame that cradles it during transport. This Bind-N-Fly Basic
WEIGHT: 3.6 oz.
model comes fully assembled, including landing gear, wing, motor, and
all of the control surfaces. All you need to get it in the air is a compatible
POWER INCL’D: 180BL micro outrunner
4-channel radio and a battery and charger. The easiest way to get this
RADIO REQ’D: 4-channel DSM2/DSMX-
beauty into the air is to hand-launch it. Once in the air, the Cub is very stable
compatible
and will easily cruise around in level flight at half throttle. There is plenty of
power available if you want to start ripping up the sky.
e-fliterc.com | $129.99
Hangar 9 Carbon Cub 15cc
This Carbon Cub is an all-wood, built-up airframe with traditional film covering. The
attractive scheme is done in genuine UltraCote, and it looks great on the ground
and in the air. Everything in the box is high quality and beautifully finished, from the
extremely scale, working landing gear to the standard flap system. The two-piece
plug-in wing is supported by an aluminum wing tube, which is also included in the kit.
This model would be best suited for the intermediate builder and takes about two
weeks of evenings to assemble. As for flying, its large size and flaps make for a great
flying plane for intermediate pilots. If you are looking for a midsize, gas or electric,
scale daily flier, then this plane is for you. It does everything well, and it is a joy to fly.
hangar-9.com | $359.99
QUICK SPECS
WINGSPAN: 90 in.
WEIGHT: 11 lb. 8 oz.
POWER REQ’D: 15cc 2-stroke gas or
Power 60 class electric outrunner
RADIO REQ’D: 6+-channel w/ seven
standard servos
J-3 Cub: Piper’s Gift to Mankind
Like most pilots, I’m not certain that I can remember a time before
I flew a J-3. That’s probably because I too started out in a Cub. I
was 15 years old and even then found one of the biggest hurdles
to flying a Cub to be simply getting in it. The dance includes the
following steps:
1. Right foot on the step.

2. Stand up and lean far over the front seat.
3. Put your left foot over the back stick onto the far floorboard.
4. Fall gently backward into the hammock-like back seat and drag your right foot inside.
Once in, you realize two things: The airplane is barely one butt wide, so you have
excellent visibility to the sides, and the nose is a sizable amount above your head.
Forget seeing ahead.
“Mags off.” A head appears from around the nose, looking in to make sure that you
do as told. You yell back, “Mags off” as you double-check that the mag switch is truly
off. The prop is flipped through a few times to draw fuel into the cylinders, and the voice
says “Make it hot! Crack the throttle! Brakes!” You flip the mag switch to “both” and, at
the same time, wiggle your feet half under the seat to make sure that the brakes are
fully on. The airplane rocks as your assistant pulls on the prop to make sure that the
brakes are holding.
One, maybe two, flips and the 65hp Continental A65, the engine that actually saved
general aviation, pops into life and in seconds you’re at the end of the runway ready
to go. You advance the throttle and a lot of noise rattles around from somewhere far
ahead. It is louder on the right because you’ve left the top half of the door clipped to the
bottom of the wing and the bottom half hanging down. From your knees to the wing,
there is no airplane visible, giving you an award-winning view of the side of the runway
as you pick the tail up and clatter down the runway. Then the airplane floats off the
ground, and your view rapidly changes to that which has been savored by pilots for well
over half a century. If you’re lucky, it’s a late-autumn afternoon, the foliage is in high
color, and the sun is barely two fingers high, throwing long, creeping shadows across
the land. There is no better place to watch a sunset than through the open door of a
J-3 Cub. Having that experience just once means it will stick in your mind forever.
Then it’s home again, and as the runway comes up to meet you, you remind yourself
that the Cub has an extremely steep deck angle, so you start flaring high and bring the
stick back, back, farther back. The whispering slipstream changes tone, then slowly
dies as the speed goes away. You know you’ve done it right when, just before settling
into the grass, the bottom door gently floats up saying you’re right at stall speed. Then
the tires kiss the grass, and the slow-motion world around you stops.
That night, when you kill the lights and snuggle into your pillow, the last thing to go
through your mind will be that flight. And you’ll smile. Is there a better way to end the
day?—Budd Davisson, Editor-in-Chief, Flight Journal magazine
SEPTEMBER 2016 47
EVERYONE LOVES A CUB!
VQ/JB Hobbies PA-18

Supercub
If bigger is better, this Cub
is the best! This built-up
model comes with all the
graphics printed into its PVC
covering and comes with
mounts and hardware for
electric or gas power. The
instructions leave some
room for creativity when it
comes to placing servos
and the electronics, so it’s
an intermediate build: easy
but it takes a little planning. QUICK SPECS
The fiberglass cowl comes WINGSPAN: 106.6 in.
painted with a side door WING AREA: 1,935 sq. in.
cut into the cowl that’s WEIGHT: 14 lb.
reinforced and locked with WING LOADING: 16.6 oz./sq. ft.
magnets, making it easy to POWER REQ’D: 25–35cc 2-stroke gas, 38cc
tune the engine and get to 4-stroke; 3000-watt brushless
the fill line. A hinged door on RADIO REQ’D: 6-channel w/ eight standard servos
the fuselage allows access
to all the electronics, and
preassembled plywood
chairs fit above the servos to clean up the appearance. An aluminum wing joiner
and aluminum landing gear increase this plane’s durability, and the big foam wheels
promise you many soft landings. With its nearly 9-foot wingspan, we recommend
flying in a wide-open area.
jb-hobbies.com | $359.99
E-flite Clipped Wing Cub 250

A Clipped Cub may be a bit harder
QUICK SPECS to recognize at first glance, but this
WINGSPAN: 30.7 in. conversion offers astonishing aerobatic
WING AREA: 168 sq. in. performance, and this electric model
WEIGHT: 9.1 oz. does justice to its full-size counterpart.
WING LOADING: 7.8 oz./sq. ft. Constructed out of wood and covered in
POWER REQ’D: 280 brushless UltraCote ParkLite, the Clipped Wing Cub
RADIO REQ’D: 4-channel w/ four 250 has factory-installed tail surfaces
sub-micro servos and prehinged control surfaces, a dual
aileron setup, steel music-wire gear, scale
wing struts, lightweight wheel pants,
and a cleverly designed plastic cowl with
dummy cylinders and unique air intakes for
cooling. The wing is permanently attached
during assembly, but the plane is small
enough to transport or store just about
anywhere. Assembly takes a few hours
and is straightforward. Normal control of
the airplane is a breeze, and it has many
of the characteristics of a much larger
airplane. Tell the airplane to do something
with the control sticks and it does it—pretty
impressive! You will be pleasantly surprised
with its stability and overall performance.
e-fliterc.com | $99.99
Sentimental Journey:
Revisiting a Simpler Time
BY BUDD DAVISSON
With a Piper J-5 front and

center, surrounded by acres
of fabric and steel tubing, the
Sentimental Journey folks
prove they aren’t prejudiced
by letting in the Beechcraft
nosedragger barely visible in
the back row.
The migration occurs with Capristranoesque

regularity every year: The birds are
inexplicably drawn to the place of their birth
in the green hills of eastern Pennsylvania. The
migration marks the map with slow-moving
streaks of color—yellow predominating—
from all across the nation that converge on
Lock Haven, Pennsylvania. The migration is
known as “Sentimental Journey”: the annual
coming together of the Clan of the Cub.
Beginning in the 1940s and continuing
until quite recently, if it was a light aircraft,
the general public tagged it as being a
“Piper Cub.” That was the generic name for
all small airplanes and for good reason: For
three or four generations, the Piper Cub,
or some variation of it, dominated the little
airplane field.
There’s not much that we can add to
the legend that is the Piper J-3 Cub, other
than to say that, although it was born in the
1930s, it’s still alive and kicking today. In
fact, there are probably more J-3s‚and the The lowly Piper J-3 could never
imagine that it would become one
wide number of variants it spawned, flying of the most loved machines on
today than at any time since the 1950s. It the planet.
is continually being rediscovered by new
The original Cub, designed and built
in the mid-’30s, spawned an endless
variety of aircraft including the equally
legendary PA-18 Super Cub, seen
here, flaps down on approach.
generations of pilots who have decided about enjoying life. It’s about seeing and
flight is best enjoyed in low and slow mode. experiencing things those who are ground
That enjoying sunsets, smelling the newly bound don’t even know exist.
mown hay, and discovering small-town The Cub and its cousins are about controls
America from the air doesn’t need speed. Or that make no concessions to the drive-it-
sophistication. Or extreme costs. up-drive-it-down way of aviating: they ask—
To those who have never flown a Cub no, they demand—that your hands and feet
(shame on you), let it be known that it cooperate with one another. It asks that it be
redefines terms like “Spartan,” “wholesome,” flown, not driven. As benign and as mannerly
“pure,” “unspoiled.” It is a reminder of what as an airplane can possibly be, the Cub will
flight is all about. That in its most basic form, still make a real aviator out of you, whether
View from a biplane about to land on the grass in front aviation is not about the destination, it is you want to be or not.
of endless rows of Piper ragwings. about the journey. It’s not about utility, it’s In many ways, the anachronistic character
SEPTEMBER 2016 51
There are many who would
argue that a Super Cub
isn’t complete without the
obligatory webbed feet.
Green grass, green trees, green trac-

of the Cub brings out the contrary nature of
tors, and bright yellow fabric airplanes— those who fly her. Even a newbie Cub pilot
it must be Sentimental Journey. wears things like the total lack of forward
visibility on landing as a badge of honor.
Who needs to see directly ahead when you
have such marvelous views of the sides of
the runway? And only wienie pilots think an
airplane should have a heater. Or a starter.
Or be airtight. Or be able to match the speed
of the interstate traffic below them.
The Clan of the Cub includes all who love
fabric-covered contraptions from another
time that open a clearly defined portal to
the world above. And during one week in
June each year, the mechanical birds and
their human caretakers take a sentimental
journey home. After all, home is where the
aerial heart is.
For more information on the Senti-

mental Journey Piper Fly-in, go to
sentimentaljourneyfly-in.com, call 570-
893-4200, or e-mail j3cub@kcnet.org.
Super Cubs have often been referred to as a farm implement and were modified accordingly. Back in the day, for
instance, ag pilots would add another wing to help carry a bigger load at a slower speed.
Above: A former Piper plant building pays homage to Piper history by

functioning as the museum.
Left: The oh-so-identifiable, and wonderfully cute, nose of the J-3 Cub.
Many come to Sentimental Journey in their 80mph

Cub just to be with others of their breed, while much-
later aircraft and their owners come to share in the
Piper Cub magic.
SEPTEMBER 2016 53
Flight Test
PHOENIX MODEL
Tiger Moth GP/EP
This trainer scores high on scale
appearance and performance
BY CHRIS BARRETT PHOTOS BY JOHN REID
Due to the Tiger Moth’s forgiving nature, the Royal Air Force (RAF) and
other air forces used it as a primary trainer. Although retired to civilian
use by the RAF in 1952, it was still used by several other nations for both
military and civilian purposes for many years after. To this day, it is very
popular and considered a rewarding plane to fly.
This is exactly what Phoenix Model was looking to embody with
the release of its 1/4-scale Tiger Moth. I have always liked the way the
old biplanes look—both real and scale model—because of their strong
presence and looks. When this Tiger Moth came up for review, I jumped on
it without hesitation. Just the size of the box alone will have you giddy to
get this one together.
SPECIFICATIONS GEAR USED
MODEL: Tiger Moth GP/EP RADIO: Futaba T6J w/ R2006GS receiver, five
MANUFACTURER: Phoenix Model S9155 servos (futabarc.com)
(phoenixmodel.com) MOTOR: ElectriFly RimFire 1.60 w/ ElectriFly
DISTRIBUTOR: Tower Hobbies 80A speed control (electrifly.com)
(towerhobbies.com) BATTERIES: Two Venom FLY 6S 5000mAh 50C
TYPE: Scale biplane LiPos (venompower.com)
LENGTH: 73.6 in. PROP: APC 16x8E (apcprop.com)
WINGSPAN: 89.4 in.
WEIGHT: 18 lb. 15 oz.
HIGHLIGHTS
Nice scale look with a lot of detail
POWER REQ’D: 30cc gas or electric equivalent
RADIO REQ’D: 4-channel minimum Great scale feel in the air
PRICE: $489.99 Smooth, predictable, and a lot of fun to fly
Ready for gas or electric power
FLIGHT TEST PHOENIX MODEL TIGER MOTH GP/EP
She comes almost ready to fly and is built of

balsa and ply wrapped with iron-on covering.
From the moment you unpack it to the time it is
in the air, you will be drooling over this plane. The
Ferrari red fuselage and silver wings combined
with all the scale detail come together to create
an amazing-looking model.
Aside from the power and radio systems,
everything needed to put this aircraft together
is in the box. The model is aimed toward
the intermediate builder and flier; so a little
experience with RC planes will help everything
go together smoothly. Depending on your
preference, this plane can be run with either
gas or electric power, and we went with electric
power for this review.
UNIQUE FEATURES
The sheer size and detail of this plane puts a
smile on your face, from the pilots and instrument
panels to the landing gear. For appearance,
this one goes to the top of my model RC plane
collection. Everything comes together to give it
that original look, all the way down to the scale
rigging wires. Just be careful when installing the
wires; be sure to round off all the sharp edges and
don’t overtighten the wires because, over time, This Tiger Moth is all about detail, all the way down to the pilot and instruments.
they can easily rub and cut right through.
want to taxi into something the size of a fuel truck because it’s
stone-blind straight ahead.
Takeoffs can best be described as “leisurely and civilized.”
The engine pop-pop-pops its way up to something like 1800rpm;
the airplane gently begins to move, then literally floats off the
ground at some ridiculously slow speed. Compared to other
aircraft, it feels as if you’re moving at a fast walk. It also has a
definite kitelike feel to it; because the plane is so light and has
so much wing area, there is no doubt it is flying on the wings, not
the engine.
The brass-framed, faceted windshield holds most of the
slipstream at bay, but just enough wind finds its way into the
cockpit that it ruffles your helmet a little, reminding you that
you’re in an open cockpit.
In the air, the word “leisurely” again pops into mind. The huge
The World’s Primary Trainer ailerons and light wing loading remove the airplane from the Pitts
category, because even big aileron deflections don’t result in big
The first time that I strapped on a Tiger Moth I had to laugh. For movements. The airplane is graceful in the extreme, but it wasn’t
one thing, there was this huge compass projecting up off the floor born to be a dancer. Plus you’re popping along at something less
between my knees. It was fashioned out of polished brass and than 85mph, so the occasional ultralight will pass you.
swung on gimbals to keep it level in all attitudes. It would have Landing the airplane is the ultimate in simplicity. It has the drag
been more at home in a yacht. My feet were resting on a true rudder coefficient of a parachute, so when the power is brought back on
bar—it was a healthy-looking bar with a pad on each end for my final, the nose is so far down to maintain speed that the runway
feet. A leather strap ran over the top of each foot, loosely trapping remains firmly in sight. It’s only when the ground gets big and
it in place. And there were no brake pedals. You set a lever for the you begin to rotate into that steeper-than-average three-point
amount of brake wanted, then pushing the rudder bar all the way attitude that the runway disappears.
down gave you brake on that side. In the process of flaring to land, two things happen. First,
Like the rest of the airplane, the Gipsy Major 1C up front (142hp, the natural background noise of the slipstream tripping over
373 cubic inches) is an ancient 1920s’ design and, when it is kicked wires and struts changes tone; it gets lower, then slowly fades
into life, the four short inline stacks give it a vaguely Massey as the airplane settles onto the runway. Second, the airplane
Ferguson sound. slows to a near stop while still in the air, and the impression is
The little wooden doors that flip up and close over your shoulders that you’ve hovered to touch down. It is all so very civilized—and
are barely noticeable, and the view around the nose is actually not so very British.
bad because you’re so far back in the airplane and the fuselage is During World War II, we had the Stearman. The rest of the good
so narrow. Still, gentle S turns are an absolute necessity if you don’t guys, however, had the Tiger Moth.—Budd Davisson
FLIGHT TEST PHOENIX MODEL TIGER MOTH GP/EP
All the control surfaces use CA hinges, which

are precut and installed but need to be glued in.
They are controlled by cables and rods, which
are attached by some strong control horns. All
the holes are predrilled and notched, so there
is zero guesswork on placement. The majority
of this build was like that; a quick cut of the
iron-on covering had you installing the next
piece. There wasn’t much epoxy that needed to
be used, either. The wings and horizontal and
vertical stabs were all screwed together, with
only the vertical stab requiring a bit of epoxy.
The instructions were straightforward, with few Above: The scale landing gear is solid and built to
withstand some rough landings. Left: The struts are
words and a lot of pictures. easily removed by pin and clips, which saves a little
The fiberglass cowl is painted to match the time when building and breaking down for travel.
fuselage, and if using electric power, there
wasn’t much that needed to be done to install
it. A little shaving of the wood in front of the
firewall helped slide it on and match it up easily.
The speed control tucked up nicely underneath
with room to spare, and was attached with a
screw and some two-sided tape. The larger
decals needed to be applied a letter at a time,
but the end result was worth the effort.
Because we went with electric power,
the RimFire 1.60 was the recommended
powerhouse, and that is what we used. An
ElectriFly 80A speed control and two Venom
6S 5000mAh LiPo batteries gave this bird
the juice for that nice scale flight to match
its appearance. Everything bolted right up,
including the five Futaba servos. The battery
compartment was a little tight for the two
5000mAh LiPos, but a little wiggling had them
in nice and snug. The manual recommends
trimming the bottom of the cowl to strap in the
batteries, but I decided to leave it and finagle Above: The control horns and connectors are sturdy and screw together, making it easy to adjust the control
with the batteries to keep the cowl clean. surfaces. Below: The two Venom 6S 5000mAh LiPos were a snug fit in the battery compartment.
IT HAS THE SCALE APPEARANCE AND SCALE
FLIGHT PERFORMANCE TO MATCH.
IN THE AIR adjustments. It went where you pointed it and

With its true-to-scale size, look, and feel, I didn’t care a whole lot about the gusty winds.
recommend a proper airfield with a nice-size Aerobatics: This biplane has a big-scale feel in the
runway for this biplane’s flights. The wheels air. I’m not much for intense aerobatics, so this
are a pretty good size, though, so it should plane works for me. It will perform your standard
still be able to handle a bit of rough turf. The scale maneuvers, and that’s really all I need.
Tiger Moth has excellent ground control and Glide and stall performance: As I mentioned, the
tracks straight down the runway with hardly day I flew for this review was a windy one, so I
any input on the sticks. The day I flew, there kept the speed up for the majority of the flight.
were strong winds with sporadic gusts, which But because It is a biplane, don’t expect a lot of
were a bit unpredictable, but this plane held glide out of her; she scrubs speed quickly. Stalls
its own. Headed into the wind and easing up were easy to anticipate, which also made them
to full throttle had the wheels off the ground easy to recover from.
in no time. It lifted nice and level and climbed
to a comfortable altitude. Landings were just PILOT DEBRIEFING
as easy. Easing off the throttle leads to a nice This Tiger Moth has a great scale feel and look.
controlled descent, and as long as you are If that is what you are looking for in your next
expecting the extra drag of the second wing, biplane, then this is the plane for you. Steady
then you shouldn’t have any issues. Just carry and smooth performance (even in wind), with
a little more speed than usual because it will predictable flight characteristics, makes this
scrub speed fairly quickly. plane a lot of fun to fly.
GENERAL FLIGHT PERFORMANCE BOTTOM LINE

Stability: This Tiger Moth is amazingly stable. The overall scale appearance of this plane is
Even with high winds, it didn’t get tossed outstanding. It takes some time to build, so be
around as much as I expected. It stayed smooth sure to set aside a weekend or several nights of
and was easy to correct when the wind pushed tinkering. The build is straightforward, but there
it around a little. are a lot of little details, so take your time. All in
Tracking: From the time the wheels left the all, I am happy with how this Tiger Moth turned
ground to when they touched back down, out. It has the scale appearance and scale
this plane held its line extremely well. With all flight performance to match. This is definitely a
control surfaces level, it didn’t need any trim winner in my book.
SEPTEMBER 2016 59
Flight Test
STAUFENBIEL/HORIZON HOBBY
1400mm Red Bull Corsair
Boost your adrenaline with this scale show plane
BY AARON HAM PHOTOS BY PETER HALL
Horizon Hobby’s officially licensed semiscale foam Red Bull Corsair

is made out of durable Z-Foam material and includes fully functioning
rotating electric retracts, functional scale flaps, LED navigation and
landing lights, a brushless power system, and Horizon’s exclusive AS3X
flight stabilization technology.
UNIQUE FEATURES control horns and set up the linkages once you
The Red Bull Corsair arrived at my door well power up the servos. The parts bags for each of
packaged and ready to assemble. As I went the control horns that were included with my kit
through the parts list and reviewed the manual, only included three screws for each instead of
I realized getting this airplane ready to fly was four. Luckily, I happened to have plenty of spare
not going to take long at all. screws lying around the shop, but they are mentioned). This allows you to keep most of
Although it shows each of the parts bags also easily available at any hobby store. Keep in the servo leads under the receiver tray and out
labeled in the manual, they are not. Don’t let mind that the longer screws are obviously for of the way for a cleaner-looking installation.
this concern you as it is pretty easy to figure the thicker part of the control surface and the Each of the servo wires are already joined into
out which bags are for what. The ailerons and shorter ones go toward the trailing edge. a single plug for each wing, which get plugged
the flaps use the same-length control rods. When I joined the wing, I chose to make into the small receiver board and are a simple
Each of the control surfaces are already hinged two small cutouts for each wing’s respective plug-in left and right. From that point, you can
at the factory, so you only need to attach the servo leads (as shown in the manual but not remove the canopy hatch and route the two
SPECIFICATIONS
MODEL: Red Bull F4U-4 Corsair BNF Basic
MANUFACTURER: Staufenbiel
DISTRIBUTOR: Horizon Hobby (horizonhobby.com)
TYPE: Bind-and-fly warbird
WINGSPAN: 55.6 in.
WEIGHT: 86.3 oz.
LENGTH: 49 in.
RADIO REQ’D: 6-channel
PRICE: $319.99
GEAR USED
RADIO: JR 11X (jramericas.com); eight Spektrum
digital, metal-gear micro servos (installed); Spektrum
6-channel AR636A DSMX receiver (installed)
MOTOR: High-torque, 32-size brushless 540Kv motor
(installed); 70-amp brushless speed control with
5A SBEC (installed)
BATTERY: 14.8V 4S 2600mAh 25C LiPo
PROP: 14x8 4-blade prop with hub (included)
HIGHLIGHTS
Officially licensed, semiscale looks
Quick and hassle-free assembly
Perfect size for transport
Great performance and handling characteristics
The author moves

the Corsair to a
good spot to begin
his takeoff roll.
main servo wires into the fuselage and secure Be very careful with the heat if you need it as 4S 3200mAh 30C LiPo, with the difference in
the wing. With the wing secured in place with it can easily melt the foam and the coloring on the weight between the two at about 3 ounces.
the two plastic plates and four screws, the wing the airplane. Using the 2600mAh battery, CG was right on
was done! From this point, I simply powered up the at the recommended 95mm point. The larger
The tail section is a simple insert-and- radio and set all of the control-surface throws battery pushed the CG a bit forward, but I still
screw-into-place procedure. There was a small as directed in the manual. I saved assembling felt it was within reason. If needed, it would take
amount of warping to the rudder with this and attaching the propeller for last in case 3/4 ounce of weight on the tail to balance with
particular kit when it was secured into place, but I inadvertently bumped the throttle when the heavier battery if you choose to do so.
it was an easy fix. Using a heat gun on low heat working with the control-surface throws.
and at a short distance from the section that With the assembly complete, I verified IN THE AIR
was warped, the heat softened the foam just the center of gravity (CG). I had two different I have the pleasure of using a full-scale grass
enough so that I could bend it straight. Once batteries that I was going to use: the airport in Roxbury, Connecticut, for many of
the foam cooled, I never had to touch it again. recommended 4S 2600mAh 25C LiPo and a our photo shoots. Although it’s not quite as
SEPTEMBER 2016 61
FLIGHT TEST STAUFENBIEL/HORIZON HOBBY 1400MM RED BULL CORSAIR
smooth and manicured as a field dedicated to system, you need to turn on your transmitter,
RC, it is truly an awesome setting. The winds plug in your battery, and advance the throttle
were forecast to be light and variable out of the to approximately 1/3 and then back to idle.
north, but on top of the ridge where the airport Activation can be confirmed by rotating
is located, I’m guessing we had 10mph wind out the airplane and verifying that the control
of the northeast. surfaces move in a direction to counteract the
With the detailed static photos taken, I displacement you create. If you tilt the left wing
plugged in the battery and activated the down, you should see a slight movement of the
AS3X system. A control check of everything ailerons to create a right turn. In this case, you
was performed, including the flaps and the would see a slight movement of the left aileron
landing gear. Remember, to activate the AS3X down and the right aileron up. The same holds
A beautiful scale-looking 4-blade propeller provides

scale performance.
true for the pitch and yaw. With everything

confirmed to be working in proper order, it was
time to fly.
Due to the slight roughness of the field, I
needed to find a somewhat smooth area and
use full aft elevator until the Corsair picked
up just a little bit of speed. Once it did and the
airplane started to get light on the main gear, I
relaxed the back pressure and let the airplane
accelerate to a comfortable rotation speed.
Very little back pressure was needed to get
airborne, and at about 10 feet up, I retracted the
landing gear and climbed to a safe altitude. Very
Under the main hatch cover, the spacious interior holds all of the preinstalled radio gear. little trimming was needed and thanks to the
FLIGHT TEST STAUFENBIEL/HORIZON HOBBY 1400MM RED BULL CORSAIR
Flying Bulls
Most readers will be familiar with the Red Bull energy drink but might not know that
A great-looking scale tailwheel and tailhook add Red Bull is also very involved with aviation and performs at airshows throughout the
much to the Corsair’s awesome appearance. world. Restored back to mechanical and aesthetic perfection by Red Bull, the Flying
Bulls include all aircraft types that served with the U.S. Air Force in the latter years
of the Pacific conflict of World War II. Included in the Flying Bulls’ fleet are a P-38
Lightning, a B-25J Mitchell, a DC-6, numerous high-performance aerobatic aircraft,
jet aircraft, an aerobatic helicopter, and (of course) an F4U Corsair. The restored,
full-scale Red Bull Corsair is owned and operated by the Flying Bulls’ Hangar-7, and
the plane led a peaceful existence: It flew in Honduras and Texas, and now resides in
Salzburg, Austria.
Landings were also easy, thanks to a little wing loading. Stalls were easy to keep straight
breeze. For the first flight, I landed with the flaps ahead and not enter a spin, thanks to the AS3X.
at the mid setting and only used enough power
to keep the prop spinning. For subsequent PILOT DEBRIEFING
flights, I felt comfortable with full flaps and just The Horizon Hobby Red Bull Corsair flew
a hint of extra throttle. Once in ground effect, effortlessly and was predictable in the air.
the power was pulled to idle and the nose The brushless motor and 4-blade propeller
raised, and the Corsair settled nicely on the combination produced excellent power.
grass. Rollout was minimal and directional Although it’s not intended to be a full-out
control was easy to maintain. My only regret is aerobatic machine, it can do all of the basics
that I only brought three batteries and left my with ease and comfort. The most exciting part,
charger at home. in my opinion, was the strafing runs with the
wind behind us and the throttle wide open.
Fully articulating electric landing gear with functional
GENERAL FLIGHT PERFORMANCE What a blast!
gear doors come already installed and are durable Stability: It’s almost impossible to say that this
enough for grass runways. airplane lacks stability. The AS3X technology BOTTOM LINE
keeps the airplane as stable as the best pilots It took just a few hours in the shop one evening
out there. to get the new Staufenbiel 1400mm Red
Tracking: Tracking on the ground and in the Bull Corsair from Horizon Hobby ready to fly.
AS3X stabilization system, it felt solid right from air is rock solid. Thanks to the steerable Assembly is straightforward, and the manual
the get-go. tailwheel, takeoff and landing rollout are easily is easy to follow. Although there have been a
Flying the Corsair was relatively easy, controlled. In the air, the AS3X counteracts any few similar foam Corsairs offered in the past,
thanks to the AS3X. Any displacement caused inadvertent yaw. Horizon has taken a somewhat complex
by a gust in the wind was quickly corrected Aerobatics: For a warbird, this Red Bull Corsair warbird with gear and flaps and produced a
without any input from me. Numerous passes can do anything that the full-scale airplane can fun-flying, semiscale airplane at an affordable
were made for the camera without any do, plus a little more. Loops, rolls, Cuban-8s, and price. With its fully functioning rotating retracts,
issue. Comfortable slow passes were easily spins were a blast. Hammerheads took a little scale-looking flaps, reliable Spektrum servos,
accomplished, especially when I dirtied the practice to catch just at the perfect time at the and AS3X technology, I can honestly say that
airplane up with gear and flaps and did passes top of the vertical line. I truly enjoy the airplane and it has been rock
past Pete (our photographer) into the wind. It Glide and stall performance: The Corsair has a solid during this first month I have been flying it.
was a gorgeous sight. very respectable glide ratio thanks to the lighter I believe you will enjoy it as much as I do.
LIKE.
FOLLOW.
JOIN.
FLIGHT TECHNIQUE
Secrets to Mastering
Forward SlipsUp the wow factor with
slipping show passes and landing setups
TEXT & ILLUSTRATIONS BY DAVE SCOTT
The ability to slip an airplane has long been a skill that many
RC pilots have wished to learn, and yet despite all that has been
written about slips over the years, very few pilots can perform a slip or
would even dare to try! The reason is that previous articles have mainly
described what comprises a slip, but other than instructions to “adjust the
controls as needed,” none has given specific instructions on how to actually
train you to do it—until now.
FIGURE 1
FORWARD SLIP
RUDDER—THROTTLE AILERON—ELEVATOR
TYPES OF SLIPS
There are two types of slips. The first is the wing-low “side slip” used to prevent wind
drift, typically during a crosswind landing. This entails banking the wings slightly into the
wind while inputting opposite rudder (cross-controlling) to keep the fuselage aligned
with the runway centerline. Akin to balancing a marble on a bowling ball, probably
fewer than 1 percent of RC pilots are able to pull off this maneuver. The second type is
a “forward slip” in which rudder is applied to purposely put the airplane into a skid. At
the same time, opposite aileron is applied to bank the wings in the opposite direction
of the skid, along with some up-elevator to offset the turning effect of the rudder and,
thereby, keep the plane tracking in a straight line (see Figure 1).
The skidding forward slip is typically used to create greater aerodynamic drag to
reduce airspeed and/or enable a pilot to approach the runway at a steeper angle
without building up excess airspeed. However, I perform forward slips on nearly every
landing, not because I’m high or fast but because it’s cool! But the coolest example of a
forward slip is when it’s performed the length of the runway by airshow pilots to show
off a main sponsor’s logo on the top of the wing. A power-on level-flight forward slip,
aka “show pass/sponsor pass,” also proves to be the easiest way to learn to slip, albeit
much higher at first.
Normally, slips can be very difficult to perform and beyond the abilities of most RC
fliers. This article, however, will reveal the secret to learning how to perform a forward
slip in a matter of minutes, assuming that you’re already comfortable with using the
rudder throughout your flying or, at a minimum, can routinely sustain a knife-edge. The
secret contained in this article may even make it possible for pilots that otherwise don’t
use the rudder much to be able to slip an airplane.
STALL AWARENESS
Because slips are typically performed at lower airspeeds, it is imperative that we review
how to recognize when an airplane is approaching a stall. That’s because a forward slip
entails holding in a lot of rudder while inputting opposite aileron, along with holding
up-elevator to manage altitude and maintain a straight line. Stalling the airplane while
cross-controlling the rudder and aileron and holding in a lot of up-elevator is essentially
the recipe for a spin. Of course, that’s something you don’t want to have happen
anywhere near the ground.
For a variety of reasons, not the least of which is changing winds, you won’t be able
to judge whether the plane has enough airspeed merely by looking at it. When flying
into a strong headwind, for example, a plane can have plenty of flying speed and yet
look too slow, prompting a pilot to unnecessarily add more power and complicate the
SEPTEMBER 2016 67
FLIGHT TECHNIQUE MASTERING FORWARD SLIPS
FIGURE 2 CONSTANT ALTITUDE FORWARD SLIP (AKA “SHOW PASS”)

Set the throttle between 1/4 and 1/2. Pin the rudder over full while simultaneously
holding in and adjusting opposite aileron and up-elevator to maintain straight and
level flight (with the top of the plane facing the spectators). Moderate the throttle if
necessary to achieve the ideal bank angle between 30 and 60 degrees (more speed
= more bank; less speed = less bank). If it becomes necessary to keep adding more
elevator to maintain altitude (the plane is too slow), add more throttle.
slip. Conversely, it is not uncommon for pilots flying or what the wind is doing, the only true it is normal to have to hold in some up-elevator
to enter a stall/spin and blame it on something way to determine whether the airplane has to keep the airplane on line and control altitude
other than a stall because, in their view, the enough flying speed or is getting close to during a forward slip, if it becomes necessary to
plane “had plenty of speed,” when in fact it stalling is by “feel.” Why? To enter a stall, the keep adding more and more elevator to hold the
only appeared that way because the plane was wing must exceed critical angle of attack. A stall preferred flight path, the plane is likely getting
flying downwind. is, therefore, often preceded by pulling more too slow. At this point, you will have to increase
Hence, no matter what type of plane you’re and more up-elevator—i.e., too much. So, while the throttle setting to avoid entering a stall.
THE SECRET TO EASY SLIPS

And now, it’s time to discuss the secret of
A power-on level- learning forward slips. As stated earlier, the
flight forward slip, easiest way to learn to slip is to maintain a
also known as a
power-on constant-altitude forward slip but
“show pass/sponsor
pass,” also proves to starting higher at first. The reason that so
be the easiest way many people fail to learn how to slip is that they
to learn to slip. have been told to continually adjust the rudder
and aileron to vary the slip, depending on the
circumstances.
As anyone who routinely slips knows,
however, the secret to executing forward slips is
to pin the rudder stick all the way full and forget
about it. For all practical purposes, you are now
flying as if the rudder servo had failed at full
deflection and, thus, have no choice but to fly
the plane with the right stick. Specifically, you
will need to compensate for the rudder effect
by keeping the wings banked in the opposite
direction while holding in some up-elevator to
maintain straight and level flight.
Note: This maneuver is much easier to learn
when the plane is banked toward you and
performed on low rates with no more than
30 degrees of rudder deflection. You could
The average amount of
try it on high rates, but your plane will tend
throttle required
to become squirrely and the maneuver will to perform a show pass
end up looking more like a knife-edge. While (constant-altitude
knife-edges are cool, they’re not nearly as forward slip) will vary
distinctive as a 30- to 60-degree banked with each airplane.
skidding forward slip.
The average amount of throttle required
to perform a show-pass (constant-altitude)
forward slip will vary with each airplane (see
Figure 2). As a rule, the faster the airplane is
flying, the more you’ll have to bank the wings
to keep the plane from turning and/or climbing
due to the increased rudder authority. If it’s
going too fast, the maneuver essentially
becomes a knife-edge. Conversely, only a
moderate bank is required at slower airspeeds.
At first, I suggest you err on the safe side and
use approximately half throttle. Then, as your
proficiency and confidence increases, use
slightly less power each time until you achieve
the “sweet spot,” with the wings banked
between 30 and 60 degrees.
That said, it still comes down to adjusting the
bank and elevator to maintain a straight line,
regardless what the bank angle is. For example,
if you asked me how much bank I typically end
up with, I couldn’t tell you. That’s because I’m
not paying much attention to the wings but
am concentrating on adjusting the aileron and
FIGURE 3 FORWARD-SLIP LANDING APPROACH

To bleed off excess altitude approaching the runway without building
up excess speed, idle the motor and pin the rudder over full while
simultaneously holding in and adjusting opposite aileron and
up-elevator to track the runway centerline.
AIM POINT
SEPTEMBER 2016 69
FLIGHT TECHNIQUE MASTERING FORWARD SLIPS
To maintain straight and level flight, you need to

compensate for the rudder effect by keeping the
wings banked in the opposite direction while holding
some up-elevator. The maneuver is easier to learn
while banking the plane toward yourself.
elevator to maintain the path that I want to fly. practice several descending slips, holding each need to use a forward slip—outside of showing
If, however, it starts looking too much like a slip a little closer to the ground before going off—is during a deadstick landing. We’ll
knife-edge, I’ll reduce the throttle a bit more. around. When you’re ready to land, smoothly approach slightly higher or faster than normal
Note that as you start using lower power remove the slip inputs when it looks as if the to ensure reaching the runway and then use
settings, you will find it necessary to hold larger eventual touchdown will be near the front of a slip to scrub off the extra altitude/speed.
amounts of up-elevator to maintain altitude. the runway. While it might disappoint some of you to hear
Thus, prior to trying to slow down your slips, It’s a common mistake to advise pilots to this, if you’re looking forward to using forward
it would be smart to take the airplane up high, vary the rudder during forward slips to control slips to counter your tendency to approach the
enter a forward slip, and gradually reduce the airspeed and angle of the descent. That is runway too high and too fast, you’ve got the
the power until you have to add so much not how the pros do it (i.e., those who make cart before the horse. Frankly, if you had the
up-elevator to maintain level flight that you put everything they do look easy). Expert pilots skill to perform a successful forward slip, you
the airplane into a stall. Then keep repeating this typically don’t vary the degree of slip but wouldn’t be landing high and/or fast in the first
exercise until you have a good idea of how much simply hold the full-rudder slip longer or take place! Hence, it’s a great tool to have in your
elevator it takes to force a stall. it out earlier depending on the need. If the skill set for those occasions when it’s needed,
airplane is quite high, for example, we’ll just but if your approaches are regularly too high
DESCENDING FORWARD SLIP ON keep the slip in longer until the plane is closer and/or fast, you first need to determine what
APPROACH to the ground. If the plane is just a tad high, is fundamentally wrong with your landing
Once you’re proficient at maintaining constant- the slip would be taken out earlier when the setups (see my article in the July 2015 issue,
altitude forward slips, you’ll be ready to plane intercepts the proper glide path. Yes, “Landings Made Easy: Finding the Optimum
start practicing descending forward slips in you could—and eventually probably will—vary Final Approach Speed”).
preparation for those times when you need the slip angle during approaches, but it takes Just as with everything else, forward slips can
to induce a steeper landing approach or to a lot more effort. It’s also the leading cause of be broken down in even more detail, and there
scrub off excess airspeed (see Figure 3). The loss of control or close calls for those learning are even more scenarios in which forward slips
execution is no different than the show-pass to slip, due to the preoccupation with varying can be used. But as a result of your preparation
slip, except that the throttle will be closed and the rudder, causing pilots to neglect the all- and the skills you’ll learn practicing what’s
you will allow the plane to descend while you important right control stick. been covered here, you’ll have the foundation
adjust the aileron and elevator to track the One last important point must be made. required to successfully take on any additional
runway centerline. Start higher at first and As a rule, the only time an expert pilot would challenges. Good luck!
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Flight Test
The first time that I laid eyes on the full-scale NXT (Neoteric eXperimental
Technology) Nemesis at an airshow I wanted one. It has everything that I want in a
plane: It is a kit, has two seats, looks fantastic, and hauls you-know-what. Well, my
dream came true, and I finally have an NXT in my hangar! OK, so it’s not the over-
quarter-million-dollar, carbon-fiber, full-scale version, but it is a very close second in
the form of the 1/6.6-scale 1100mm EPO model made by RocHobby and distributed by
Diamond Hobby.
The company has done a great job capturing the sleek lines and fast look of the full-
scale sport-class racer. Made out of reinforced EPO foam, the NXT Nemesis has all of
the features that you’d expect from a plug-and-play model, such as preinstalled servos,
motor and speed control, electric retracts, and (of course) minimal build time. The only
thing you have to add is a 6-channel transmitter and receiver combo of your choice, a
4S 2600mAh 35C LiPo battery, and a few minutes of your time to set it all up. Easy-to-
follow instructions walk you through, every step of the way.
The NXT is designed for expert pilots in mind—not because it’s difficult to fly but
because it has potential for such high speed that a less experienced pilot could get
behind the plane in a hurry, which is never a good thing.
And we’re off! At half throttle, the plane is easy to control
on the roll and will climb out like most sport planes do
at full tilt. Of course, you have the remaining half to
accelerate to a ludicrous speed.
Here, I’m hooking up the SPECIFICATIONS

battery for the maiden MODEL: 1100mm NXT Nemesis
flight. A clear grab tab
makes removal of the
MANUFACTURER: RocHobby
hatch easy, even with DISTRIBUTOR: Diamond Hobby
gloves on. Yes, it was (diamondhobby.com)
cold, but the fun-filled TYPE: ARF scale racer
flight that followed
warmed me right up.
WINGSPAN: 43.3 in.
LENGTH: 42.3 in.
WEIGHT: 55.5 oz.
WING LOADING: 27.8 oz.
RADIO REQ’D: 6-channel
POWER INCL’D: 3648-Kv870 BL motor
PRICE: $229.99
GEAR USED
RADIO: JR 12X (jramericas.com); Spektrum
AR7000 receiver (spektrumrc.com); installed
9g servos
MOTOR: 3648-Kv870 BL motor/70A speed
control (installed)
BATTERY: Genesis Power 2800mAh 65C LiPo
(bananahobby.com)
PROP: 10x10 (supplied)
HIGHLIGHTS
Looks fast just sitting on your bench
Easy to build
Flies like a sport plane at half throttle
Wide speed envelope
FLIGHT TEST ROCHOBBY NXT NEMESIS
Both elevator and rudder servos are mounted in the tail to provide no-slop control, while There’s plenty of room for even large batteries; just check to make sure that the center of
an interlocking elevator joiner means that there’s no need to align control-surface halves. gravity doesn’t move too far aft. Recesses on either side of the compartment allow you
to mount the receiver in various locations.
UNIQUE FEATURES pushrods connected to the installed servos. I did A large magnetic hatch reveals the ample
In the typical fashion of planes by RocHobby, the have one flap that was sticking just a bit when room inside the radio/battery compartment
NXT is made out of the company’s reinforced moving out of the stowed position due to some to fit your power supply and receiver. All servo
EPO, providing a rigid airframe with minimal excess mold flashing on the control horn, but leads are plenty long enough to give you the
foam texture. The rivet detail and the red painted it was no issue once it was trimmed away with flexibility to place the receiver in the most
surfaces further hide the typical “foamie” look. a knife. It’s nice to see that all of the pushrods convenient location. The battery is strapped
Mounting the two-piece horizontal tail is are short, ensuring minimal flex at speed, and onto a plywood plate, which can be removed
the most work that is required on the plane. A feature a slop-free ball-link connector at the to allow access to the speed control, and
carbon tube joins the tail surfaces and is held in control surface. The only nondigital 9g servos there is enough room for a somewhat large
place on the fuselage by two small screws. The are for the split flaps. These are factory-slowed battery. Just double-check the center of
surfaces press-fit into a recess in the fuselage, not only to provide a scalelike actuation but gravity before flying.
made easier by slightly squeezing the very end also to limit sudden ballooning when deployed The powerful brushless motor is mounted
of the root to form a rounded edge. in flight. All wiring goes through a junction at a visibly aggressive thrust angle, which is to
The one-piece wing comes basically ready box mounted at the center and acts like a be expected in order to minimize P-factor and
to go and is held onto the fuselage via four Y-harness for the flaps and aileron servos, trim changes at the great speeds this plane is
screws. According to the instructions, the allowing you to use a simple 6-channel radio or capable of. Another obvious indicator of speed
aileron and flap horns need to be installed, bypass the junction for individual servo control is the high-pitched propeller and the gapless
but on my kit, they came ready to go, with on more complex radio systems. spinner seal around the blades.
This is a great-looking plane from every angle. It even

looks as if it could be the full-size plane—if it weren’t for
the cooling vents and the slightly undersized pilot.
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$ 99
$32999
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$ 99
comp at $14.97 $ 8999 $168.97
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$17.97
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WOW SUP1 TON
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PE ON STEP STOOL/ ER COUPON PE ON PE ON 12 VOLT
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FLIGHT TEST ROCHOBBY NXT NEMESIS
IN THE AIR
It was now time to see what the NXT could
do. There was quite a bit of a crosswind for the
maiden flight, so it was a good time to test how
the plane would handle on the ground. After
some high-speed taxis to get a feel of rudder
authority, it was obvious that she could handle
the wind just fine. As with any high-power
model, you can’t just slam the throttle forward;
it takes a smooth and gradual advancement
to ensure a straight takeoff. The tail came up
almost immediately, and before I even got to
half throttle, the NXT was airborne. I continued
my climbout at about half throttle (which was
plenty) to my usual three-mistakes-high-trim-
and-stall altitude to get a feel of the controls.
No surprises here. As expected, at half throttle,
the NXT handles like any sport plane. Open her
up and you’ll quickly find out how small your
flying field really is. This thing covers lots of
airspace in a hurry.
Landings are not much different than other
performance planes. Flaps help tremendously
in steepening the descent angle without
increasing speed too much. I did not experience
any tendency to bounce on either main or Honey, I Bought
three-point landings, and the plane did great on
both paved and short grass fields.
Another Kit
Are you tired of building great-looking
GENERAL FLIGHT PERFORMANCE planes that you can’t get into and fly
Stability: This plane is very neutral and pretty yourself? Do you also happen to have a huge bank account? Well, do I have a kit for you!
much stays in whatever attitude you put it in. The full-scale Sharp Nemesis NXT is a plane you can build yourself and actually get
Tracking: Being a race plane, it obviously tracks in and fly. Since it is made mostly out of carbon-fiber parts, I’m sure anyone with some
like it’s on a racetrack. At low to medium control molded plane experience should have no problem putting this kit together.
Power comes from a turbo-charged 6-cylinder air-cooled Lycoming 540 engine tuned to
throws, it has no snap-out tendency. On high
put out 350hp, which pulls the NXT to a cruise speed of over 325mph (max at more than
rates, you do have to watch tight turns or
400mph!). It can’t be any harder to mount than some of those 150cc twins on 3D planes.
aggressive pull-ups (I only flew in high rates to
Having trouble convincing your significant other that you need to buy this kit?
test them out).
Here’s the best part: It’s a two-seater. That means your better half can come with
you, and with a potential range of almost 1,000 miles and room for luggage, you could
consider it a touring plane.
Then there’s the fact that the Nemesis has regularly placed at national air races
and set several records, so you could argue that, in time, the plane will pay for itself.
Further savings are possible from the fact that, because you built it yourself, you could
perform your own annuals.
Of course, I jest about the capability of the average person to build the full-scale
plane, but those who have the ability—and the means—will certainly enjoy what has to
be the most versatile and best-looking race plane out there.
Aerobatics: It’s not a 3D aerobat, but everything face that will last the whole drive home and will
else is up for grabs. On high rates, rolls are leave you longing for the next trip to the field.
blindingly fast.
Glide and stall performance: This is a clean BOTTOM LINE
airframe and likes to keep going even with the This plane can easily be completely ready to go
motor off. Stalls are straightforward. within an hour, including radio programming and
charging the battery. Between the elegant lines
PILOT DEBRIEFING and striking color scheme, the RocHobby NXT
If kept at half throttle, the RocHobby NXT is Nemesis screams “speed” while just sitting
actually a great sport plane and could be flown on your bench. The best part is that, thanks
by most intermediate pilots. At full throttle, to a sleek airframe and powerful stock motor
however, you’d better know what you’re doing. setup (which can be tuned via timing for even
The 100+mph and neutral handling can get you more speed), it’s not all talk. If you like to go
Electric retracts feature an articulated gear door that
allows it to be secure in flight and flush-fit when into trouble quick. That said, if you have the fast, the NXT Nemesis needs to be part of your
retracted. proficiency, this plane will put a smile on your collection.
708 Battlefield Blvd South #107
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Rotor SPeed
BY PAUL TRADELIUS
The Audacity Pantera P6 is a rugged,

stable helicopter that is well suited to
be an entry into this very rewarding
hobby. Its composite side frames can
take the punishment of a novice flier
while combining flight stability with
great aerobatic capability.
Top Three Helicopter FAQs

Three of the questions I’m most often asked are: (1) that previously couldn’t be controlled. The other amazing thing about
helicopters is that, once you learn how to hover and fly around, you never
How hard are helicopters to fly?, (2) how expensive is
forget; it’s just like riding a bike. I haven’t ridden a bike in many months,
the hobby?, and (3) is it better to start with airplanes? but I know I could at any time. And helicopters are the same way. After a
Because these questions are asked so often, they period of time without flying, you might be a little rusty, but you still have
might also have occurred to you. Let’s discuss them the basic skills; with just a little practice, you’re as good as ever. So if
one by one. you think of the learning process in this light, it’s just like learning how
to ride a bike.
HOW HARD ARE HELICOPTERS TO FLY?
1 I like to answer this question by saying that learning to fly a

helicopter is only hard until you can do it, then it isn’t hard at all.
That might not sound like much of an answer, but let’s think back to 2
HOW EXPENSIVE IS THE HOBBY?
This question is a little harder to answer because it depends on
the quality and size of helicopter, radio, and other equipment. I
when we were younger and learning how to roller-skate or ride a bicycle. guess we all want a Mercedes for the price of a Ford, but it just doesn’t
I can remember trying to do both, only to fall down, dust myself off, happen that way. That is not to say that the Ford doesn’t work; it’s
and try again. After a little while, I felt as if I would never be able to do it, just that you have to know its limitations. And model helicopters are
even though all the other guys could. That discouragement didn’t last no different. At least we’re lucky that all helicopters fly very well, which
long, though, and I was soon up trying again. And as I’m sure it was with wasn’t the case just a few years ago. I do believe, however, that you
you, success came rather quickly. This little story actually has a lot of should get the best equipment that you can comfortably afford. I don’t
similarities with learning to fly a helicopter because, in the beginning, you mean by that that you should go out and sell the house and car, but if you
have virtually no control of the helicopter and don’t think you ever will can comfortably afford it, buying better equipment is a good long-term
have. This lack of success will go on for a while (or at least your progress investment. And if you really like helicopters, as I think you will, your initial
won’t be as fast as you think it should be) and then, one day, you’ll be able investment in good equipment will pay dividends for a long time to come.
to do it—hover. You won’t be able to do it for very long or very high, but One other thing to consider when you think of the initial investment
it will be a hover, and you will be able to feel some control of the machine to get into the hobby of RC helicopters is the amount of enjoyment
that you’ll be receiving for the amount of money you’re investing. As an
example, suppose your hobby is golfing, bowling, or hunting. Possibly the
only time you really get enjoyment from those hobbies is when you’re
actively participating in them, which usually isn’t every day. But we have
a hobby that you can enjoy virtually every night of the week. It seems
that I’m always trying a different setup on my helicopter, repainting where
needed, or just sneaking out for a quick flight or two near the end of the
day. And what about your family? Do you have a son or daughter who
would like to build and fly with you rather than watch TV? My son grew
up with RC airplanes and helicopters, and he graduated from college and
doesn’t do drugs or steal cars. I don’t know what that is worth in terms of
money, but I do know that any money that I’ve invested in the hobby has
paid tremendous dividends to my whole family. So if you take the initial
investment and divide it by the number of hours of enjoyment that you
and other members of your family will receive, you’ll find that it’s one of
the best hobbies that you can have. Last but not least are the friends you
make along the way. It seems that there’s always someone who knows a
little more than you do and quite a few who know even less. So between
learning—which is something we will all do while we’re in this hobby—and
teaching, I’ve had the opportunity to meet some of the nicest people in The Voltage 500 3D is a large
the world. And isn’t that what you’re looking for in a hobby: enjoyment and quadcopter that offers a
someone to share it with? stability mode for the novice
flier in addition to a 3D mode
when you are ready to give
IS IT BETTER TO START WITH AIRPLANES?
3 I don’t think anyone would argue against the idea that the
experience you get flying airplanes will help you transition
into helicopters. By flying airplanes, you get used to the feel of the
it a try. As you can see, its
bright color and black-and-
white rotor blades make it
easy to view in flight.
transmitter—both its sticks and functions—and you get used to controlling

an object that you are not physically attached to. The real question,
however, is “Do you need to fly airplanes before you try helicopters?”
And the answer to that is a definite “No.” When a person learns to fly an
airplane, the instructor usually controls the takeoff and gets the plane
to a nice safe (high) altitude, then the student takes a stab at controlling
the plane. When it’s time to land, the instructor takes over again, making hover at one foot above the ground, you can hover at a hundred feet. So,
sure that the student doesn’t get the plane too close to the ground. But in in the beginning, keep it low to the ground to avoid doing any damage to
flying helicopters, you physically start from the ground up by learning how your machine. Another advantage of starting with a helicopter is that you
to hover. The nice thing to remember about a helicopter is that if you can don’t need a flying field or a runway. If you decide on an electric helicopter
or one with a quiet muffler, you can practice in any open field or even in
your backyard. Also, because an instructor isn’t needed for takeoffs and
landings, and you aren’t dependent on when the instructor is available,
you can practice whenever you have the time.
Another option is to first practice hovering with a quadcopter, which
are so popular right now. There are a large number of them available,
so I’m sure that you will be able to find one that suits your budget, has
built-in stabilization, and is easy to maintain. One example is the Heli-Max
Voltage 500 3D, which offers a nice combination of in-flight stability and
3D aerobatics. But no matter which quadcopter you choose, remember
to keep it close to the ground as you learn to hover.
ASK FOR HELP

I don’t think that there’s anyone who can bring a helicopter into a hover
without a lot of practice, and we all remember how frustrating our lack
of progress was in the beginning. So no matter how many problems
you might have, remember that we have all been there too. You should
never be too proud to ask for advice or help from those who have more
experience. Many times, I’ve seen people at the flying field who are
obviously interested in helicopters but too shy to come over to ask for
help. All it takes on my part is a “Hello. How are you today?” to get them to
open up and start asking questions.
Asking for help is especially important before your first try at hovering.
And you should also have a more experienced person take a look at your
helicopter as you’re building it to make sure that you haven’t forgotten
anything. I can’t think of how many times a new helicopter has come out
to the field, with the proud owner just champing at the bit to give it a try,
The Futaba 8J radio is one that I have been flying with for some time, and it
when, during preflight, we find something has been misassembled and
has proven to be easy to use and extremely reliable. It has all the airplane and needs to be redone. A more experienced eye can pick up a lot of even
helicopter features that you would want, and I really like its built-in antenna. minor mistakes before they become big ones.
SEPTEMBER 2016 81
ENGINE REVIEW
The 20cc rear-exhaust, rear-intake engine
RCGF USA from RCGF USA is a compact powerhouse.

It can be readily installed in a .60- to
.90-size sport flier.
20RE Engine
ULTRACOMPACT GAS-BURNING
POWERHOUSE
BY GERRY YARRISH PHOTOS BY PETER HALL
The RCGF rear exhaust (20RE) is a new 20cc

gas engine just added to the RCGF USA line.
It is a rear-intake/rear-exhaust design, and
it has side-mounting tabs similar to RC glow
engines. The engine features electronic ignition
and so eliminates the heavy flywheel used
for magneto-driven engines. And having both
the carburetor and muffler located aft of
the cylinder head, it makes for a very narrow
installation footprint. Being such a compact
engine, the 20RE is ideal for any sport or scale
plane in the .90 to 1.20 engine range, and
some guys are even getting these engines
shoehorned into .50- to .60-size warbird
ARF racers.
Located in Sierra Vista, Arizona, RCGF USA is

the factory-authorized and factory-supplied
service center for the United States. Joe
and Patti Nelson take pride in supplying real engine’s ignition system. The module case is Overall, the fit and finish of the 20RE is very
factory-spec RCGF engines, which they compact with no attachment tabs, so the case good with a high-quality surface treatment.
test-run individually before shipping to should be wrapped in foam for protection. It The engine comes with two composite engine
their customers. They also offer quick parts features a metal-shielded spark-plug lead mounts to secure the engine to the firewall; a
availability for repair, with fast turnaround times and a metal spark-plug cap with a locking muffler; a spark plug; required machine bolts; a
anywhere in the continental United States. ring for secure attachment. Also included are metal heat shield that goes between the engine
safety clips for the battery, and sensor wire and the muffler for proper cooling; an exhaust
UNIQUE FEATURES connectors and spiral wire protectors for the gasket; and all required nuts, bolts, and washers.
As mentioned, the engine has electronic wire leads. There are three leads coming from There is also a large locking prop nut as well as
ignition, and the RCGF DC-CDI module features the module: one is for the battery pack (black an extended prop nut with a threaded center
auto-advance for easier starting and smooth and red leads), another for the ignition sensor for use with spinners. The carburetor is a typical
throttle response. The power requirements (with the female connector), and the third for pumper type, which uses piston pulse pressure
for the ignition module are from 4.8 to 8.4 use with telemetry or a Pegasus tachometer. to drive its diaphragm. It is equipped with a
volts, which makes compact 2S 7.4V LiPo or (Do not attach a battery pack to the latter choke and a spring-loaded throttle butterfly
6.6V A123 packs good choices. A minimum of lead as it will damage the module.) All of the valve. The accessory package comes with an
800mAh is recommended for powering the connectors are Futaba type. extended metal throttle arm, which can replace
the industrial throttle arm. I used brass Du-Bro
E/Z Connectors (dubro.com) and a length of
thin music wire for my throttle linkage.
Internally, the engine has an aluminum
piston with a single steel ring attached to
the connecting rod with a needle-bearing
supported wristpin. The wristpin is secured in
place with two wire E-clips. The crankshaft has
dual (front and rear) bearings for support, and
the prop hub is set up with a threaded propeller
attachment with a safety nut and prop washer.
Gaskets seal both the cylinder head and the
backplate to the engine case. Two gaskets
and a molded plastic isolator block shield the
carburetor from excess engine heat. Four bolts
secure the cylinder head, while three hold the
backplate in place.
SPECIFICATIONS
Engine: RCGF 20RE
Distributor: RCGF USA (rcgfusa.com) The carburetor is a typical pumper type, and it is Equipped with an electronic ignition system, the en-
Type: 2-stroke, piston-valve-type equipped with a choke. The throttle arm is spring gine has a magnet imbedded in the propeller hub that
loaded to the closed position. triggers the Hall effect sensor attached to the front of
gasoline
the engine case.
Displacement: 20cc (1.22 c.i.)
Bore: 32mm (1.26 in.) ENGINE SETUP this with the engine mounted to your airplane,
Stroke: 24mm (0.95 in.) Before firing up any gas engine, the first remove the cowling for additional engine
Carburetor: RCGF pumper thing required is a proper installation of the cooling. The proper run-in period for the engine
Ignition: RCGF DC-CDI (electronic w/ fuel system, with an inline fuel filter installed is about 2 gallons and then you can switch to
auto-advance) between the engine and gas tank. For the a fuel mix of about 50:1. At this time, the high-
Power supply: 4.8 to 8.4V review, I simply attached the engine to my and low-end needles may need to be fine-
Max output: 2.8h test rig so that I could get to everything easily tuned for optimal performance—just remember
Speed range: 1,500 to 10,500rpm while making adjustments. Joe always says to start with the factory settings from the start.
Fuel mix (recommended): 30:1 that you should first start the engine with the RCGF USA supplies propellers, and the
(90% high-octane unleaded gasoline) factory settings and only after that should you recommended prop sizes are 16x6 and 16x8.
Propellers (recommended): 16x6, 16x8 try making adjustments to the carburetor. He I found that the RCGF props did not require any
Spark plug: NGK CM6 type test-runs every engine he ships. I also used a adjustment to balance properly, but always
heavy-duty ignition switch and a fully charged check your propellers with a quality prop
Engine package (included): Electronic
ignition battery pack. balancer to minimize engine vibration.
CDI ignition, muffler, spark plug,
gaskets, bolts, throttle arm extension, As with most gas engines, there is no
and manual specific engine break-in required, but it is
recommended to do your first few runs with
Price: $229.99
regular 90-octane gasoline mixed with high-
quality petroleum-based two-cycle oil at a 30:1
ratio. Run the engine for about 20 minutes at
about 2,500rpm using a slightly smaller prop
than the size you intend to fly with. If you do
Here are some of the accessories included with

the engine. Hardware is also included.
SEPTEMBER 2016 83
ENGINE REVIEW RCGF USA 20RE
STARTING THE ENGINE Like all RCGF USA engines, the

20RE has quality internals like this
For this review, I used several propellers, each aluminum single-ring piston and
checked for proper balance with my Du-Bro steel ring, wristpin, forged connect-
balancer. Starting the engine is very easy. Open ing rod, E-clips, and upper needle
the throttle fully, close the choke, and flip the bearings. Needle bearings also sup-
port the lower end of the conrod.
propeller over until you see gas flowing through
the fuel line and into the carburetor. Switch
on the ignition system, and continue flipping
the prop until you hear the engine “cough,”
indicating that the engine is properly primed.
Now open the choke, bring the throttle to about
quarter throttle, and flip the prop a few more
times. After about four or five flips, the engine
should fire up and settle into a smooth idle. For
safety, we recommend using a Sullivan Products
electric starter (sullivanproducts.com). While
running engines on my test stand, I use a servo
and a spare receiver to control the throttle with
my transmitter. Allow the engine to warm up for
a few minutes before advancing the throttle.
After running about 10 oz. of fuel through
the new 20RE, it ran smoothly, with a steady might be able to tweak the carburetor settings 20cc gas engine for your next sport flier or
transition from idle to full power. Throughout slightly to gain a little more on the top end, but scale project, I would highly recommend the
the test run, using the various propellers from the start, the idle was very solid. new 20RE from RCGF USA. It is well built, has
mentioned, I did not feel the need to adjust the solid performance, and is backed with excellent
needle valves—just as Joe had suggested. After BOTTOM LINE customer service. Priced at $229.99, the 20RE
running a gallon or two through the engine, you If you are looking for a smooth, easy-to start is an excellent value.
68&+$*22''($/)25
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The RCGF propellers shown here
required no balancing.
Propeller Performance
Running the engine on my test rig, I was
able to run a few propellers, and I recorded the rpms
for the top end and for idle settings. I used a Du-Bro 20-oz. fuel
tank with gasoline-compatible fuel line and tank stopper. I used a
RCGF, Falcon (falconpropellers.com), APC (apcprop.com), and Master
Airscrew (masterairscrew.com) composite propellers, each balanced
with my Du-Bro balancer before each test run.
Brand Size Type Max rpm Idle rpm Sound level (db)
RCGF 16x8 Wood 7,300 2,100 80.1
RCGF 16x6 Wood 7,500 2,000 82.3
Falcon 16x8 Wood 7,450 1,900 84.2
Falcon 16x6 Wood 7,600 2,000 82.5
APC 15x8 Composite 7,600 1,900 79.5
Shown here running on the author’s test rig, the engine APC 15x6 Composite 7,700 1,950 78.3
is easy to start and is relatively quiet for a 20cc-size gas
engine. The muffler is very effective. Master Airscrew 16x8 Composite 7,700 1,800 81.4
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Flight Test
The Xiro Xplorer V is a 350-class quadcopter with GPS that carries a gimbal-stabilized
14-megapixel camera capable of 1080p HD video. Completely preassembled, its
distinctively designed body is constructed of durable molded plastic. With flight
characteristics ranging from sedate and smooth to sporty and quick, the Xplorer is
suitable for beginner and intermediate pilots.
HIGHLIGHTS found. In addition to the live video feed when the camera is installed,
The Xplorer V arrives in the box with everything necessary for flight. GPS and flight data are displayed along the top of the screen. There’s a
The fully assembled quadcopter, Xiro controller, two sets of propellers, window for camera settings, and you can switch between video and stills
battery, charger and cables, gimbal, an assortment of small spare parts, recording as well as activate the shutter with a tap on the screen. The app
and a folded instruction sheet—it’s all there. Preparing for the first flight also initiates the Follow Me and Circle Me flight modes, and the Xplorer is
is simply a matter of charging the Smart Battery and controller and capable of flying a preset route with up to 16 waypoints.
snapping the range extender onto the rear of the controller. The propellers The modular camera and gimbal unit is easy to install. With the battery
are color-coded to match the motor each is intended for, and they spin removed from the Xplorer, a tab on one side of the gimbal inserts into a
onto the adapter easily. After downloading and installing the smartphone slot on the body and the other side snaps into position—that’s all there
app, available for both iOS and Android devices, you’re set to go. is to it. The Xplorer recognizes that the camera is installed and sets it up
The smartphone app is where a lot of the Xplorer’s capabilities are automatically. The three-axis gimbal can be controlled via the controller.
SPECIFICATIONS
MODEL: Xplorer V
MANUFACTURER: Xiro Drone (xirodrone.com)
DISTRIBUTOR: Hobbico (hobbico.com/dronehq)
TYPE: Camera drone
SIZE: 350mm
WEIGHT: 45 oz.
MOTORS: Four Xiro (included)
BATTERY: 3S 5200mAh Smart LiPo (included)
SPEED CONTROLS: Four Xiro (included)
FLIGHT CONTROLLER: Xiro (included)
RADIO: Xiro (included)
PRICE: $499.98
HIGHLIGHTS
Distinctive design and styling
Durable, modular construction
Easy to fly
Smartphone app control with live video feed and
telemetry
SEPTEMBER 2016 87
FLIGHT TEST XIRO XPLORER V
The Xplorer’s three-axis

gimbal does a great job
stabilizing the camera
during maneuvers.
Camera tilt is adjusted
via a roller on the
controller, while camera
adjustments, modes, and
shutter are controlled by
the smartphone app.
Aerial Recap
Flying the Xplorer is easy. The comfortable controller has a three-positio
flight-level selector that controls how responsive and fast the copter wi
these levels at any time during flight.
the controller give warnings when the battery is getting low.
spinning around its yaw axis.

The Xiro controller is attractively styled, and its rounded profile makes
Below: The Xplorer’s integrated gimbal and camera snaps into place on the copter effortlessly. for a comfortable grip. Buttons and switches are within easy reach and
Capable of shooting 14.4MP still photos and 1080p HD video, the camera does a good job the retractable smartphone holder is a nice touch.
while the three-axis gimbal smooths the ride perfectly.
Right: With the gimbal

removed and the
landing gear folded
up, the Xplorer has a
much lower profile. BOTTOM LINE
With no camera, the The Xiro Xplorer V is a sturdy, distinctively designed
smartphone still acts
as a dashboard display,
quadcopter that’s quick and easy to get into the air. The
providing battery and modular design and good flight characteristics make it easy to
GPS data. recommend as an affordable entry into aerial photography.
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ILYUSHIN IL-28: JUNKERS Ju 52: A History I-400: Japan’s Secret

B-58 HUSTLER IN NEW Aircraft-Carrying Strike
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HOW TO
T-28 Trojan Scale Makeover

THE EASY WAY TO DETAIL A FOAM PLANE
TEXT & PHOTOS BY P. J. ASH
On final, the E-flite Carbon-Z

T-28 Trojan with its new camo
paint job looks like a completely
different model.
Ten years ago, who would have thought that we would have
scale molded-foam airplanes with retracts, flaps, lights,
and even movable canopies? It is amazing and fun to see
how the technology in the hobby has improved for us. But
still, one thing remains the same. Once a great airplane
like the E-flite Carbon-Z T-28 Trojan comes to market,
everyone has to have one and then they all look alike.
This BNF all-foam monster has an impressive 78-inch
span, and it comes with the new AS3X flight-stability
system built in. As soon as I flew one, I knew that it was a
keeper, but what to do next? There are more than enough
white-and-orange Trojans out there. It did not take long for
me to decide that a new Southeast Asia/Vietnam three-
tone camo paint scheme was in order. Let’s get started.
PREPPING THE SURFACE Removing the decals is the first step to the model makeover. Pull slowly to prevent
damage to the foam surfaces.
The first thing to do is to remove the all the stick-on markings. Because
the stock markings are attached to foam, I found that by slowly pulling
each decal back (almost 180 degrees over itself), you can remove it
without damaging the foam. Don’t use a heat gun to help, as this will lightly sand it. This will create a kind of “goo.” Clean the surface and
damage the foam. repeat until any lines from the paint and excess residue from the decals
Once all the decals are removed, lightly wet-sand the entire airframe are removed. The main point is to blend all the painted areas so that the
with 400-grit sandpaper. I spray Windex directly onto the model, then surfaces are smooth.
APPLYING RIVETS keep the rivets in proper alignment. The rivets will dry clear, so be sure to
After a bit of research, I noticed that the T-28 is loaded with raised rivet keep them in straight lines! You can use masking tape and a pencil to draw
heads. They are everywhere! No problem: I use Pacer Formula 560 Canopy straight guidelines for applying the rivets.
glue and a hypodermic syringe to apply the glue droplets where they There are plenty of molded-in panel lines, so apply the rivets as shown
needed to be. here, evenly spaced along the edges of the panels. Take your time. If you
Apply the rivets cautiously, making sure not to puncture the foam. mess one up, simply wipe it away with a damp paper towel and reapply
With the T-28 being mostly white, you have to pay close attention to the glue droplet.
Rivets add a lot to the surface of the airplane and greatly help its scale appearance. Apply the rivets along the molded-in panel lines, like here, just aft of the engine
Here, you see the glue droplets added along panel lines and in vertical columns. cowl. Use your documentation photos as a guide.
PAINTING
I decided to use Tamiya paint. You can use either spray cans or the bottles
of paint with an airbrush without fear of it attacking the foam. If you
choose a different type of paint, however, be sure that you test it on some
scrap foam. Some hobby paints will melt foam, and you don’t want that to
happen to your project.
Start with the bottom of the plane. It is a large surface and doesn’t
have much detail. The landing-gear doors and the servo covers are made
of plastic, and as you can see, they don’t match the white foam very well.
Clean all the plastic parts and then use tape and paper towels to mask off
the wheels so that they don’t get any overspray on them.
I used a light aircraft gray color and applied several light-mist coats,
with about 15 minutes between coats. I did the same with the bottom of
the fuselage and the stabilizers. Because all the pieces are separate, it is
When applying the upper-surface camo, start with the lightest colors first. Use
an airbrush for the feathered edges that define the demarcation lines between
different colors.
very easy to accomplish. After applying three or four coats, set the parts
aside and let the paint dry completely before painting the top surfaces.
Now the fun part starts. Whenever you apply a camo scheme, start by
applying the lightest color first. When working out the paint demarcation
lines, it is always easier to paint the dark colors over the light ones. For my
You start painting on the bottom surfaces. Because the parts, including the
landing-gear doors, are plastic, they need to be cleaned before painting. Mask off Trojan, I found that applying Light Tan, then Olive Green, and finally Dark
anything that you don’t want painted light gray. Euro Green worked the best.
SEPTEMBER 2016 93
HOW TO T-28 TROJAN SCALE MAKEOVER
Using an airbrush helps produce the typical “soft edges” between the
colors. Define the outline of the area that you are painting, then fill it in.
On models this size, you must be careful not to overspray. Take your time.
Be sure to refer to your documentation while defining the shapes of the
camo patterns.
Here’s the completed wing, with the basic camo pattern defined nicely.
You can minimize the overspray by keeping the nozzle close to the
surface and by aiming the airbrush inward, toward the center of the area
you are painting. Continue painting, working from lighter to darker colors,
I find it helpful to angle the airbrush in toward the center of each color section. This
keeps the line crisp but still feathered, like it is on the full-size plane. defining the shapes of the demarcation lines and filling in the areas as
you go. Remember to let the paint dry before moving on to the next area.
APPLYING THE MARKINGS

For my graphics, I called Kirby’s Custom Graphics. I did not want to
use printed graphics, which often let the camo paint show through,
and owner Dennis Kirby gave me some great pointers for using
multilayer graphics.
Be sure to cut away as much of the waste material as you can from
each graphic, and cut as close to the edge as possible.
Wet down the tape, especially where it touches the paint directly. It is
surprising how easily the paint pulls. After it soaks for several seconds,
slowly peel the backing back over itself. Again, take your time.
For the best results, be sure to remove as much of the waste material as possible
from around your markings before applying them to the model.
For the national insignia,

the blue background is
applied first and smoothed
into place. Here, the white
star and bars are Finally, the third layer—the red bar—is applied over the white areas. Smooth each
being applied. layer, and try to remove all the air bubbles.
Classifieds
MODEL ENGINE BUSINESS FOR SALE: 500 or more W TED: VECO Tomahawk kit circa 1950s. B/W
WAN LEE CUSTOM ENGINES. Original ringed K&B 61s are
engines, parts, spark and glow-plugs over 30 years checkerboard box. Original design. OK Models Altech back in production. Custom versions selectively hand-fit
buying and selling. $8,000 takes it all. Bob Boumstein, Marketing EZ P-51 Voodoo Reno Racer. Foam and wood and assembled by designer Clarence Lee complete with
6551 Arrowbear Lane, North Las Vegas, NV 89084. construction. Joe Hass (248) 321-7943; muffler, PDP (Perry Directional Porting) and now equipped
e-mail: bbhwc@cox.net joehass@gmail.com with a Perry carburetor - $165.00 plus $12.00 shipping.
Your new or near new K&B 61 Customized including PDP
130 SPAN 1/6 TRUE SCALE TWIN OTTER: Plans, VINTAGE
T R/C PLANS 60 scale R/C plans and plastic - $28.50 plus $12.00 shipping. C. F. Lee Mfg. Co. 10112
short kit, fiberglass cowls. Also 1/8 scale 99 span. parts. Classic airplanes, WW I, WW II aircraft, catalog Woodward Ave., Sunland, CA 91040. (818) 352-3766.
johnsplansandkits.com $3.00. 5105 Pine Hill Circle, Howell, Michigan 48843. (810)
227-1174; vintagercplans.com BJ’S MODEL ENGINE SERVICE wbilljensen@gmail.com ;
FREE GIANT-SCALE PLANS: Download from www.bj-model-engines.com
www.mnbigbirds.com DON SMITH PLANS AND ACCESSORIES: Now owned and
distributed exclusively by Precision Cut Kits. PALMER PLANS: are now distributed exclusively
FOR SALE: SINGLE STICK RADIOS. Kraft, ProLine and JR. by PRECISION CUT KITS. See above ad for ordering
Excellent condition. Call Tom 951-599-9565 STRIPPED GLOW-PLUG THREADS: Repaired with information.
stainless steel HeliCoils. 2-stroke heads up to .90
VINTAGE
T R/C MODEL BIPLANE KITS: Aeromaster, displacement $17.50 postpaid. Over .90 and 4-stroke COLLECTORS, R/C MEMORABILIA, HUGE ESTA TATE SALE.
Liberty Sport, Nieuport 17. Large collection finished heads $20.00 p.p. YS and Saito cylinders $22.50 p.p. Many items from the 1940s to present day. Engines
models: Commanche, Staggarwing, Gt. Lakes, Hots, Send head or cylinder only. If sending complete engine (Ohlsson/Rice, Delong, Super Cyclone etc. etc.) kits, R/C
Beaver, Dornier 18, Pesco Special, Flying Fish. Edwards, add $15.00. We can also repair stripped exhaust pipe equipment (Orbit), planes, (Top Flite Taurus, 1940s F/F
Calypso Lane, Victoria, BC V8L 5N6 Canada. 1-250-656- threads in your 4-stroke head. HeliCoils are not available, Wanderer etc., etc.) r.t.jorgensen@q.com for complete
5953. Email: patzak@telus.net but we can repair with a special brass adapter for $28.50 listing. Prefer lot buyer.
p.p. Include header pipe if sending head. C. F. Lee Mfg.
MODEL AIRPLANE KIT FACTORY FOR SALE, $2000. Co. 10112 Woodward Ave., Sunland, CA 91040 (818) USED ENGINES WAN
W TED: pre-1970 preferred. T. Crouss,
WILLAIRCO crash resistant composites, founded 1976 in 352-3766 100 Smyrna, West Springfield, MA 01089-1706; (413)
Jerusalem. Call Mitchell Williams 386-329-8603. 732-3859.
SEVERAL KRAFT, T PRO-LINE AND JR SINGLE STICK
LASER-CUT MUFFLER/EXHAUST GASKETS: For most RADIOS FOR SALE. All are in good to excellent condition. FOAMIE BUILDERS: Foam made in the USA just for model
2-stroke RC engines. Ultra High Quality, High Temperature, Call Tom 951-599-9565 planes. www.modelplanefoam.com
Flexible, Long Lasting. Now adding Head and Crankcase
gaskets. Sold in 2 Packs. Only $1.75 Shipping per order, BOBBY’S HANGAR We build any project, and test. You W TED: Wen-Mac ® Cessna® 175, made in 1962; need
WAN
$2.75 international, ANY quantity! Many other great hobby fly and enjoy. List of quality new and used LM aircraft not run, but complete, for display. E. Thompson, Box 277,
items, including several plywood kits for RC planes. available. May consider trades. Also custom plane stands Kimball, WV 24853, (910) 515-9036
ICBIMProducts.com and workbenches (field and shop) for disabled chair
bound pilots. Call Bob 559-332-2481 or e-mail
GIANT SCALE PLANS and Outlines: DH2, Gee Bee, Fokker, bobbys_hangar@att.net RATES: non-commercial—25 cents per word (no
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103, Valrico, FL 33595. PRECISION CUT KITS finest quality and most complete commercial—50 cents per word (applies to retailers,
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FOR SALE: MORTON M-5, five cylinder radial model shipping within 24 hours. Visit our website for information and address, city, state, zip code and phone number.
aircraft engine. Ed Whitson, 208-686-1045 PST, and ordering. www.precisioncutkits.com Visa/mc/ All ads must be paid for in advance. To run your ad for
ewhitsonn@gmail.com check and money orders accepted. International orders more than one month, multiply your payment by the
number of months you want it to run. Deadline: the 1st
welcome. 63 Carlton Ave., Ewing, NJ 08618: day of the month, 3 months in advance, e.g., January
AEROSCOTT MODEL ENGINE SERVICE Since 1989, larrypck@aol.com; 609-538-1388 and 1 for the April issue. We don’t furnish box numbers,
2- and 4-cycle, gas and glow, complete service. Custom fax 609-883-0926. and it isn’t our policy to send tear sheets. Please
machining and fabrication services. 909-562-7106 make all checks payable to: Air Age Inc. SEND AD AND
aeroscott.com 10820 Central Ave., Ontario, Calif 91762 PAYMENT TO: CLASSIFIED ADS, Model Airplane News,
aeroscott89@gmail.com 88 Danbury Road, Wilton, CT 06897 USA
3URYLGLQJVXSHULRUTXDOLW\
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SEPTEMBER 2016 95
HOW TO T-28 TROJAN SCALE MAKEOVER
DETAILING AND WEATHERING

When it comes to weathering,
When it comes to weathering, there is an added layer of difficulty when I like to use poster paper or card
working with a foam model: You cannot use tape to define your panel stock for straight-line masking.
lines! If you do, the tape will peel the paint off of the model. To prevent this, This prevents masking tape from
I cut a piece of thin card stock and use it to mask the longer panel lines. lifting the paint from the model.
Hold the card stock against the
I also use playing cards to define hard edges in smaller areas. To
model and spray the paint
achieve this, I cut out a stencil and simply lay it over the area to be painted along the edge to produce a
and then spray away along the edge. weathered edge.
Another important factor that you want to implement in this airplane
is the exhaust. Almost all T-28s are known for that huge exhaust streak
down the fuse. There is no real cookie-cutter method for achieving this
effect. The exhaust stain is not simply all black. In fact, I use about five
different shades of gray, black, brown, and even white.
Looking at documentation photos, I noticed that the exhaust is very
hot coming out of the pipes. To get that burned look, I use gray and
white at the tips of the exhaust. Then I apply some shades of rust and
brown farther down, followed overall with varying shades of dark gray,
almost black.
Soot would gather in the panels. You can easily brush on extra paint
in those areas. Play with it. The more layers you apply, the more “used”
it looks.
Left: For the exhaust area, I made a cutout in the

card stock in the shape of the panel that I wanted
and used it as a paint template.
Above: Here is the exhaust area with the silver
background and exhaust staining applied.
For smaller edges, you can use playing cards as quick edge masks. Remember to The final bit of weathering is the long dark exhaust staining on the sides of the
go easy with your weathering; a little goes a long way, and less is always better fuselage, but don’t use straight black. I use shades of dark rust and brown with a
than too much. light mist of dark gray near the end.
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FLAKING
The final bit of weathering is $OOEDWWHU\SDFNVDUHDVVHPEOHGE\86ULJKWKHUHLQWKH86$
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what I call “flaking.” It’s what
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around getting smacked by YROW P$K 1L&G $$ KLJKFDSDFLW\ ZFRQQ HD

bugs or by rocks and gravel YROW P$K +5$$8$$1L0+ ZFRQQHFWRU HD
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replacing and removing panels YROW P$K +58$$1L0+ ZLWKFRQQ HD

YROW5HFKDUJHDEOH%DWWHULHV&KRRVH&RQQHFWRU)ODW$RU2IIVHW(
also do their fair share of
flaking on any given warbird.
I use Tamiya Flat Aluminum YROW P$K HQHORRS $$$ 1L0+UHDG\ WR XVH HD

and a short bristled brush. YROW P$K 1L&G$$KLJKFDSDFLW\ZFRQQ HD

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here in the paint cap. YROW P$K HQHORRS3UR$$5HDG\WRXVH HD

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Dip the brush into the paint, Small paint chips along maintenance panel edges really adds to that /L32/<EDWWHULHVIRU63(N7580';';';V 5[
and pick up just a little paint. “used” look. Dry brushing and random placement is the key to a
Dab the bristles on a dry paper realistic appearance.
towel to remove most of the
paint, then lightly dab the 6';3&06';YROW
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brush along typical edges where you want the see the chips of paint reproduced. 7[ HDZVPDUWFKDUJHUP$K/L32
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markings, and weathering with a good coat of clear to protect all your hard work. I’ve found YROW P$K HQHORRS1L0+UHDG\WRXVH HD

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that Model Master flat clear works well. Just a few light-mist coats will do the trick. You don’t YROW P$K +581L0+64RU6[6ZZLUHV HD

need to saturate the plane. YP$KHQHORRS1L0+IRU+L7(&$8525$[
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Setting the plane out on the runway and comparing my made-over Trojan to a stock white-
and-orange one at the flying field was proof enough that it was well worth the effort. I really
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enjoy how scale and different my T-28 now looks. Many of my flying buddies were surprised YP$K YP$KYP$K
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SEPTEMBER 2016 97
Final Approach
TEXT & PHOTOS BY CAL ORR
I came across a copy of a February 1968 issue

Classic Pattern with of Model Airplane News. The cover picture was Bill
Northrop and Phil Kraft with a Kwik Fli III and a Kraft
Modern Technology transmitter. The feature article in the magazine
talked about Phil’s success with the Kwik Fli III at
F
the 1967 Internats and Nats as well as the airplane’s
or the past few years, I have enjoyed design and construction.
flying in Classic Pattern events. These I scratch-built another Kwik Fli III from Graupner
contests are flown one maneuver at plans to copy the magazine cover. I also made the
a time with vintage model airplanes airplane electric (the glow motor is a dummy), but
and the “call cards” (the sequence this time, I used a Cobra 3525/10 780 KVA motor
of maneuvers) of the day. While at an electric swinging an APC 12x6e prop. With the use of a
fun-fly, I was flying a rebuilt Kwik Fli III that I had 5-cell 5000mAh battery, this gave me a theoretical
in the mid-1970s with Kraft electric retracts. The thrust of about 8.1 pounds—not bad for an airplane
only difference was that I had removed most of the that came in with a flying weight of 5.9 pounds.
glow engine and had made it electric powered. At To finish off the magazine’s cover, I needed a
that event, I heard of a Classic Pattern contest in 1967 Kraft transmitter. I found parts of transmitters
Lancaster, California, the following week. I went and and built one, converted it to 2.4Ghz, and used JR
took first in Novice—my first pattern contest! Full and Spektrum receiver and servos in the airplane.
disclosure: I was also the only Novice entry. I might have spent more time on the transmitter
That was fun, and I was hooked! Because I also enjoy refurbishing old than I did on the airplane.
radios, I thought I would marry the two and fly a vintage pattern airplane Do I receive any more points at Classic Pattern events because I fly
with a vintage radio. I built another Kwik Fli III and flew it with a Kraft with a vintage transmitter? Unfortunately no, but it sure is a lot of fun.
Signature Series transmitter that I had converted to 2.4MHz. Classic
Pattern was even more fun, but I wanted more power.
Above: After 50 years, the Kwik Fli III is still a

great airplane. Cal Orr is very happy with his
after a day of Classic Pattern flying.
Inset: A magnetic hatch, complete with
dummy glow cylinder, allows access to the
electric motor.
Blade®
Find out more at

built-in SAFE®
self-leveling that makes race-wing flying a winning experience.
VISIT CLICK CALL SERIOUS FUN ®

©2016 Horizon Hobby, LLC. Blade, AS3X, SAFE, the SAFE Logo, the BNF logo, Z-Foam and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. All other trademarks,
service marks and logos are property of their respective owners. Horizon Hobby, LLC | 4105 Fieldstone Rd | Champaign, IL 61822 USA | 800.338. 53256

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Scratch-built Piper PA-18

The Pros Tell All Advice from RC Legends Super Cub

12 Top Editors’ Picks

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34 Everyone Loves a Cub!

66 Flight Technique: Secrets to

92 How To: T-28 Trojan

Cub Crazy Marketing Assistant Erica Driver

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E-flite UMX B-25 Mitchell

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FROM THE EXPERTS

Flying a twin is no different

Nick Ziroli Sr. › Multiengine Setups

T engine warbird ﬂy by. The most important thing to consider

Rich Uravitch › Getting into E-Jets

T the electric variety. What we now have available in EDF

Just make sure that

Lyle Vasser › Formation Flying

T thing that I’ve ever done with RC planes is formation

O can be done to a scale model is adding panel

Sharpening the brass

Rivets and panel lines go hand-in-hand on

F of his noontime aerobatic airshow, then several years ago, I started

Clarence Lee › Great Engine Tool

A of them, particularly 4-strokes, come in with butchered prop-drive washers. Having

Four-time Top Gun winner

David Wigley › Scale Competition

the ﬁrewall, battery tray, and landing-gear base

advise against using foam-safe CA as it does

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screws hold the panels in place. The wings are

Flying is great fun, but the price of glow fuel is not.

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VQ/JB Hobbies PA-18

E-flite Clipped Wing Cub 250

With a Piper J-5 front and

The migration occurs with Capristranoesque

Green grass, green trees, green trac-

For more information on the Senti-

Above: A former Piper plant building pays homage to Piper history by

Many come to Sentimental Journey in their 80mph

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A beautiful scale-looking 4-blade propeller provides

true for the pitch and yaw. With everything

FIGURE 2 CONSTANT ALTITUDE FORWARD SLIP (AKA “SHOW PASS”)

THE SECRET TO EASY SLIPS

FIGURE 3 FORWARD-SLIP LANDING APPROACH

To maintain straight and level ﬂight, you need to

Extra Protection With

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FINAL RESULT $$HQHORRS3UR P$K$$VL]H1L0+ SNJRIFHOOV

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his newly made-over T-28. 6WG6ZLWFK+DUQHVV +HDY\'XW\6ZLWFK+DUQHVV/

The model is strikingly realistic /,7+,8032/<0(5 YIRU0,&52+(/,6 3ODQHV

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