74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
06sig3.QXD 4/24/08 10:34 AM Page 84
Edition: Model Aviation - 2008/06
Page Numbers: 74,75,76,77,78,79,80,82,84
74 MODEL AVIATION
MICHAEL RAMSEY
Plane Talk: Fliton Extra 330S Mini, Rogue 3D Bipe, and Edge 540 Freestyle
Pluses and Minuses
+
• Vivid color scheme with good contrast.
• One-piece design for extra strength.
• Large, removable hatch.
• Electric or glow power options.
• Unique hardware.
• Excellent flight handling.
-• Landing gear and wing spar require
reinforcement.
• Hinge gap required for 3-D control
rates.
Extra 330S Mini
Specifications (as tested)
Wingspan: 38.5 inches
Overall length: 40 inches
Flying weight: 23 ounces
Wing area: 277 square inches
Wing loading: 12 ounces/square foot
Engine: .15 two-stroke
Motor: 150-200 watts (Hacker A30-
28 used)
Propeller: APC 10 x 5E
Output: 183 watts at 19 amps
Radio: Four channels with four
microservos
Speed control: 25 amps (Hacker
X30 used)
Battery: 1200-2100 mAh, 11.1-volt
Li-Poly
Price: $109.99
The art of laser cutting makes these ARFs unique through and through
Above: Fliton models come with an intense graphics decal sheet that
can be used to personalize the Extra 330S Mini’s finished look.
Left: The slow-speed inverted flyby reveals that little elevator input
is needed. The Extra’s pitch stability is neutral in every attitude.
IF YOU’VE LOOKED closely at the
airplanes Fliton offers, much of what I’m
about to rave about won’t come as a shock.
However, if you’re one of those who has
avoided those designs simply because you
dislike purple (most of the company’s models
are decorated in what are typically considered
feminine colors), these brief accounts of three
Fliton models might change your mind.
I’ve noticed Fliton’s extraordinary
attention to detail and passion to express the
level of commitment to a fine product through
artwork. That passion is in the packaging,
instruction manual, and certainly in the vibrant
color schemes. Some of the company’s new
offerings have more “American” color
schemes, and more will be available soon.
But all that is skin-deep. Getting a close
look at a Fliton model means taking off the
wings (if possible) and sticking your nose into
the framework.
Appreciating the design and engineering is
as easy as looking through the transparent
covering that is often used to offer visual
contrast between the top and bottom of the
airplanes, but Fliton also allows one to see the
laser-cut woods and tight joinery. Some
manufacturers hide their models’ interior to
conceal inferior construction methods or
sloppy workmanship.
Where full balsa sheeting is necessary, the
material is form-molded before fitting, which
offers the most constant shape without
unsightly bowing or twisting. Composite
materials are used wherever possible. The
fiberglass parts are offered with either a gelcoated
finish or, more often, a nearly flawless
color-matched paint surface.
Scratch builders will appreciate the depth
of precision and lightening techniques used to
structure these models. Each former by itself
would be almost too delicate to handle, but as
a whole fuselage or other airplane part, every
piece works in accord to create a structure that
is designed to do what RC model pilots want
to do most: fly!
The experience with these models has
been valuable and enjoyable, although not
without incident. In light of all the positives
I’ve mentioned, these models (I also call them
“works of art”) are probably not for the
heavy-handed and shouldn’t be considered
“beater” airplanes. Fliton models are meant to
fly and, jokingly, not meant to land—hardly.
None of the three models I tested really
had a landing-gear plate that could withstand
“nice” landings onto a smooth surface for
more than a dozen or so flights without
showing fatigue. Fliton admitted to some
setbacks and has since improved the product
Extra 330S
Mini
06sig3.QXD 4/24/08 10:24 AM Page 74
June 2008 75
Photos by Mark Lanterman and the author
Visible through the covering, the minimal rib count gives a clue to how light the Extra
will be. The cowl, landing gear, and wheel pants are made from composite material.
X-Micro servos were used all around. Cooling air for the Hacker A30-28 motor and
X30 ESC escapes through an opening that the author made.
The Castle Creations Berg 4 receiver is
concealed under the Fliton 3S 1500 mAh,
20C battery. Articulate laser cutting
highlights the framework.
and/or published advisements on the Web site.
These models’ primary value is that they
proved to fly exceptionally well, which is my
main interest. As you’ll read, I’ve been able to
keep my Fliton models flying for more than
two seasons with a few extra pieces of wood
and glue here and there.
As is the entire wooden framework, the
covering is laser cut. The five-, six-, and
seven-color paint schemes are made from
World Models lightweight covering, which is
a two-layer, low-temperature material with the
sheen and handling of UltraCote.
All the models had covering wrinkles; it’s
typical of wood to expand or contract more
than plastic. I removed the parts from the bags
as soon as I got the models so they would
acclimate to the environment.
The three models have glow and electric
power options. All Fliton airplanes’ airframe
structures are as light as they can be. The
airplane’s owner must maintain the same
mode of thinking when choosing the power
system and radio equipment.
For the Extra and Rogue I chose the
lightest of everything that I could find and
went with the smallest power pack. For the
Edge I chose my favorite—but not necessarily
the lightest—equipment.
In all three cases I was astounded by the
light wing loading each model would have to
carry. Not only would these airplanes excel at
3-D flying, but if they were set up with
minimal control throws they might be great
intermediate models as well. Even though the
airframes aren’t very rigid, without a heavy
wing loading the pilot has a more agile
airplane that is less likely to end up in a
situational stall or spin that would end up
hurting the model in the first place.
Rainer Hacker was a pleasure to consult
with on the Extra’s and Rogue’s power needs.
He is a 3-D pilot, so when he recommends a
motor for an airplane, it’s full tilt.
Rainer’s Fliton Extra Mini had a Hacker
A30-28 power system. That is slightly more
motor than Fliton recommended, but it was
still among the lightest available. I ordered one
for the Rogue as well because its wing loading
would be less than that of a monoplane.
I wanted to look at the Edge 540 Freestyle
much as the average sport modeler would.
Someone who has a .60-size engine and BB
servos should seriously consider this model
because it’s a serious upgrade from the
average sport model, but you won’t have to
pay for the high-dollar equipment. The paint
on all these models is two-part polyurethane,
so it will hold up to almost any solvent.
The artistry I observed didn’t stop with the
laser cutting and color schemes. The fully
illustrated instruction manuals are as well
focused on attention to detail.
Word translations are avoided with these
overseas-manufactured models by explaining
the assembly process with illustrations and
iconography—much as with the plastic
models I built as a child. I found one or two
hiccups in the instructions, and I’ll address
them in this article. Not all the hardware is
included, but there are some great accessories
06sig3.QXD 4/24/08 10:26 AM Page 75
76 MODEL AVIATION
such as aluminum control horns.
If your primary interest in an ARF is how
well it can perform in the air, read on and
perhaps enjoy a Fliton product of your own.
The Fliton’s Extra Mini kept in mind that
pilots who fly this kind of model have high
precision-aerobatic expectations but still want
to play with 3-D. It has the potential a fun-fly
pilot craves. Just look at those control surfaces;
they’re huge.
This small model is designed with the wing
in roughly the middle of the fuselage, as on the
original Walter Extra-designed full-scale
aircraft. The midwing design is better for
neutral stability whether the model is flown
upright or inverted.
The issue is that with the wing in the
middle of the fuselage, making it removable
weakens the structure or requires a great deal
of structural weight to maintain the rigidity.
Fliton designed this park flyer so the wings are
permanently glued to the fuselage sides.
The all-wood model is really no bigger
than a typical foamie. Precision CL models are
one piece for the same reason Fliton chose: the
airframes are stronger and lighter. Fliton also
went the lightweight route and built the
ailerons and tail surfaces flat.
I used the X-Micro servo, formerly
available from Polk’s Hobby (I believe it’s
available through Dymond Modelsport and
Shulman Aviation), on all four control
surfaces. As one of the smallest servos in its
class, I’ve found the gear train to be almost
indestructible. Its speed and accuracy is that of
some servos twice the size, and it’s well suited
for the Extra.
A good idea is to have plenty of room
when assembling the Extra so the wings can
be aligned properly; stands under each keep it
lined up with the stabilizer. Fliton’s latest
advisement mentions applying generous
amounts of epoxy in the fuselage pockets.
Clamps also help keep the joints of the
dihedral braces tight. My first Extra didn’t
come with the now-included carbon-fiber
(CF) dihedral brace; I wish it did.
Fliton now recommends that this model
not be flown through excessive high-G
maneuvers such as abrupt Snaps or Waterfalls.
But they’re so much fun to do with this
airplane!
I broke the wing on my first Extra 330S
Mini. I actually cracked it and splinted the
joint with light plywood. That was enough to
hold it until the main balsa spar failed
completely because of the weakness of the
embedded balsa material.
The new Extra came with the CF
reinforcement and a spar made from denser
balsa. The new model hasn’t failed me yet,
and I’ve snapped and pulled the same high Gs
I did with the first airplane.
The bevels at the hinge lines on the control
surfaces do not accommodate 3-D rates and a
tight hinge joint. A roughly 1.5mm gap is
required, which can be sealed with tape or
covering material.
The elevator is split at the joiner and must
be accurately glued to the opposite half.
That’s a simple task as long as you do it
before installing the rudder (which blocks the
view of the opposite elevator). The inside
hinges’ location wisely reinforces the joiner
material.
Even though the control surfaces are flat,
they’re constructed from high-density balsa so
they’re rigid with no external bracing. Extra
CF bracing is included to stiffen the pushrods,
which can be trimmed to fit and glued over
the stock metal pushrods.
Examine the landing-gear plate closely at
the joints; this is a weak area of the Extra. The
only improvement I made here was to add a
fillet of slow-cure epoxy at the seams of the
parts. The second model, at least, held up well
this way.
The motor-mount parts are delicate by
themselves, but the assembly is ingeniously
light and stiff. Once the assembly is
completed with the correct right thrust, it is
positional, up or down, on the firewall so the
correct alignment with the cowl can be
achieved. A 11/2-inch Great Planes plastic
spinner dresses up the front end nicely.
The CG was achieved with the flight
battery mounted in the middle of the balance
range. Simply removing the battery can strain
the mounting tray, so I added light plywood to
help strengthen that area. Openings in the
cowl and in the bottom of the fuselage should
be made to promote cooling of the power
system.
Fliton does not specify control-throw rates,
but because this Extra so closely resembles a
foamie, I passed my experience with those
models to this one. I set maximum control
06sig3.QXD 4/24/08 11:43 AM Page 76
throws on all the surfaces as the high rate with 50% exponential (expo);
low rate was half those values with no expo. After the initial flights, I
increased the expo values to approximately 65% and hardly used the
low rate.
I found the Extra 330S Mini to have a lot in common with other
Extra aircraft I’ve flown. It can be piloted precisely and in a similar
manner as an RC Aerobatics (Pattern) model.
Tracking is straight, but the Extra is susceptible to light turbulence
because it’s a small aircraft. Nonetheless, in calm conditions I consider
it to be a good practice airplane for IMAC (International Miniature
Aerobatic Club). This Extra’s long tail moment retards its tumbling
ability, but it’s refreshing to fly such a minimalist aircraft that feels like
a 30%-scale model in the air.
As far as coupling goes, there isn’t a maneuver this model can do
for which some cross-controlling isn’t
necessary, but the mixing can be worked out
in the radio or corrected by the pilot.
The Extra’s habits are familiar and
predictable. At the end of flight-testing it was
a pleasure to find that all the trim levers were
close to center, meaning the model’s built-in
incidences and thrust angles were close to spot
on.
Back to the foamie reference, the Fliton
Extra 330S Mini should be treated in much the
same manner as one. It’s delicate and requires
specific flight conditions and flying sites to
perform well.
I would never attempt to fly this model
from a grass field unless the site had puttinggreen
conditions. However, I will be flying
my Hacker-powered Extra Mini at the park,
from the baseball diamond, or at an open
parking lot.
A 1200-1500 mAh Li-Poly pack is good
for seven to 10 minutes of hard flying, and the
Rogue 3D
Bipe
+•
Foolproof assembly and alignment of
removable wings.
• Vivid color scheme.
• Three power options with mounts
included.
• Hybrid flight characteristics to suit
precision and 3-D pilot needs.
• Unique hardware and pushrod stiffeners.
• Premium construction materials. -•
Only enough graphics to complete one
fuselage side.
• Outrunner motor-mount installation
requires small modifications.
• Radio mixing required.
Rogue 3D Bipe
Specifications (as tested)
Wingspan: 31.375 inches
Overall length: 40.375 inches
Flying weight: 25.3 ounces
Wing area (approximate): 400 square
inches
Wing loading: 9 ounces/square foot
Radio: Four channels with four
microservos
Engine: .15 two-stroke
Motor: 175-250 watts (Hacker A30-28
used)
Speed control: 30 amps (Hacker X30
used)
Propeller: APC 10x5E
Output: 183 watts at 19 amps
Battery: 1800-2100 mAh, 11.1-volt Li-Poly
Price: $119.99
Pluses and Minuses
Above left: As are the wood parts, the seven-color trim
scheme is laser cut. The canopy area was painted black to
add depth to the view of the interior.
Above: X-Micro servos and a Berg Microstamp four-channel
receiver guide this Rogue. Its agility is apparent at all speeds.
Left: This model’s outline is a tribute to the larger
biplanes used in FAI RC Aerobatics competition.
June 2008 77
APC 10 x 5E propeller pulls the model well while drawing only
approximately 19 amps static.
The Rogue 3D Bipe ARF reminds me of the rare but beautiful
biplanes used in CL Precision Aerobatics. It has a long, sleek
profile that makes it different from short-coupled bipe models such
as the Pitts and Ultimate. The Rogue is groovy just sitting still.
The symmetrical wings are provided fully assembled, less
ailerons. All control surfaces are flat to keep the weight down.
As with the Extra, when tightening the covering, be sure not to warp
the framework with too much heat; the control surfaces are particularly
susceptible to twisting. I waited until all the surfaces were attached
before I did the final detail work on the covering in those areas.
The wings are joined with the model’s I-struts and aileron
06sig3.QXD 4/24/08 10:28 AM Page 77
78 MODEL AVIATION
interconnecting linkage permanently glued in
place. Laser-cut and fixture-built accuracy
assured that these structural devices
maintained the wings’ alignment.
Once these are set, there’s no way to
separate the two wings, but they will
disconnect from the fuselage as an assembly—
genius! Glue joints are far stronger than those
that are just bolted together.
Because the wings are so thin, shims are
included for the servos so they don’t protrude
through the top of the wing surface. Before
gluing the shims in place, you can paint them
or make them match the red transparent
covering with a Magic Marker. As in the
Extra, I used the X-Micro servo that needed
only one shim per aileron for a good fit.
To get 3-D control throws out of the
surfaces, a hinge gap must be maintained.
Sealing the gap with tape or covering will
restore the surfaces’ maximum effectiveness
and prevent surface flutter. I located the dual
aileron linkage directly behind the servo
linkage to prevent twisting.
Even though it’s a biplane, the Rogue 3D’s
assembly went surprisingly quickly. I took the
liberty of saturating the landing-gear plate’s
joints with extra epoxy (they’ve held up well).
The gear legs fit through openings in the fuselage side once the
openings were sculpted larger for a nice fit. The composite gear is
airfoil-shaped and thick at the mounting points, so the gear-leg angles
can be sanded to match as needed.
Three power-system mounts are included for the Rogue, including
one that will accept a .15 cu. in. two-stroke engine. There is no room
inside the fuselage for a fuel tank to be correctly located without some
re-engineering, but it’s possible.
The outrunner-motor mount should be carefully assembled to have
right thrust and be installed upside-down so it mounts with the
thrustline high enough. This is the only part of the manual in which the
instructions are unclear. The vertical position can be adjusted to
correctly position a 11/2-inch spinner, such as on the Extra.
I keep the Rogue assembled even though the wings are removable
once the landing gear is taken off. It’s the size of a foamie, so
transportation is no trouble.
The final touch was to mount the all-purple cowl. It fit great but
didn’t (to me) match the brilliant coloring of the rest of the sevensegmented
spectrum. I added white paint to the cowl in a way that
would highlight its shape’s facets and complement the rest of the
model’s elegant color lines.
To achieve the balance point at the recommended location, I added
an extension to the stock battery tray so the 1800 mAh 3S battery that
dangled inside the motor compartment would be supported. A 20C
1500 mAh battery would be fine in the Rogue, but it needs the nose
weight of a higher-capacity pack.
I opened up both the cowling and the fuselage on the bottom to
promote good cooling of the power system. Advice on the Fliton Web
site was helpful on this particular point.
There were no control-throw recommendations, but there was little
This Rogue used the Hacker A30-28 motor and matching X-30
controller. The power is awesome! The motor mount should be
installed upside-down with right thrust.
Fliton includes three power-mount options. A 20mm inrunner
and 4.3:1 planetary gearbox would suit this model well.
CAD engineering virtually ensures a straight airframe. The wings can be removed as a
single unit. Carbon fiber is used for added reinforcement.
The wet-power mount can
accommodate a .15-size
engine such as the O.S.
15LA. Tank installation is
up to the builder.
06sig3.QXD 4/24/08 10:29 AM Page 78
June 2008 79
worry about instability because the model finished at less than the
specified flying weight. Any experience with flying foamies will
benefit the Rogue’s pilot.
I set the control deflections at maximum for the high rate with
50% expo and the low-rate throws to half those values with no expo
curves. As with the Extra, I later increased the expo further to soften
the stick and abandoned the low rates altogether.
I initially tested the Rogue on low rates, which offered a Pattern
feel, and the high rates ferociously but predictably turned the model
into an aircraft that keeps with its name; Rogue it is. This airplane
has the looks of a Pattern model but growls to be flown like a 3-D
animal.
This aircraft’s laser-cut accuracy, found while building it,
appeared to be superlative. There was almost no way to build this
airplane out of alignment.
Everything except for the motor thrust angle was set to zero and
measured to be so. However, my test Rogue trimmed with
approximately 2° of up-elevator. For upright or conventional flight,
this trim condition isn’t an issue. But it wreaks havoc with rolling
and outside maneuvers; the excessive down pressure screws up input
control timing.
Thinking the balance point was the culprit, I moved the CG aft
farther and farther, until there was no room in the fuselage for the
battery to move back any more. Lucky for the Rogue, the light wing
loading kept its flight performance from
becoming too unstable. Once a CG was
reached at which the elevator trim could be
neutral, the model’s presentation in level
flight was too nose-high and took away from
its groovy look.
All that CG testing brought forth one
positive conclusion: the Rogue can
potentially be set up to do radical 3-D; an aft
CG is often preferred. To fly it like a Pattern
model, the setup that worked the best for me
was to maintain the recommended CG
location and adjust the elevator control stick’s
sensitivity so that down pressure was more
sensitive. This effectively fixed the controlinput
timing issue.
As do many bipes, the Rogue excels in
knife-edge flight. The huge rudder is as much
an assistant during big knife-edge loops as all
the fuselage side area. Some cross-controlling
is needed and, depending on how tight the maneuver, more or less
mixing is needed.
When the Rogue is flying fast, it finds its groove naturally. It can
fly Pattern maneuvers extremely well in light wind conditions; now I
know why biplanes are becoming more popular in Pattern. During the
roll I notice no bobbling as the model rotates from inverted to upright,
thanks to its overall symmetry.
Moreover, the airplane seems to have a wider speed-range
capability, where slow maneuvers have just as much control authority
as high-speed sequences. What an advantage!
The Rogue is called a hybrid aerobatic model because it’s
supposed to do 3-D as well as precision. I call it “Precision 3-D,”
much like the FAI describes Freestyle Aerobatics. This model is
actually three in one: precision, 3-D, and Freestyle.
My favorite maneuvers with the Rogue are Waterfalls and rollers
(level or while looping). For a model with such a long tail moment, it
tumbles in the Waterfall with tremendous authority. Help from the
powerful Hacker A30-28 motor probably adds a great deal to it.
I can fly longer doing 3-D-style aerobatics than precision because
the Pattern maneuvers look much better long and tall, so they eat up
more juice from the battery. Flights of seven to 10 minutes are typical.
After my excellent experience with the smaller Fliton models, I
Edge540
Freestyle
Edge 540
Edge 540 Freestyle
Specifications (as tested)
Wingspan: 58.5 inches
Overall length: 56.5 inches
Wing area: 637 square inches
Wing loading: 22 ounces/square foot
Flying weight: 6 pounds, 1 ounce
Engine size: .40-.60 two-stroke,
.63-.91 four-stroke
Recommended motor size:
1,200 watts
Radio: Four channels with five servos
Price: $209.99
+
• Vivid color scheme and graphics.
• Extraordinarily light flying weight.
• Double-beveled hinge lines.
• Two-piece wing.
• Multiple options for servo location.
• Excellent flight handling.
-• Composite gear will fracture easily.
• Reinforcement is required around
the firewall.
Pluses and Minuses
Above: The Edge’s long composite landing gear will allow
clearance for up to an 18-inch propeller. The Saito 80 is shown
fitted with an APC 13 x 6.
Left: With analog servos, this model feels as light as a feather in
the air and can perform maneuvers as crisply or smoothly as the
pilot chooses.
06sig3.QXD 4/24/08 11:38 AM Page 79
jumped at the chance to fly the 60-size
Edge 540 Freestyle when it was offered.
Its design offers excellent maneuvering
characteristics in 3-D and Freestyle
because the straight-LE wing has more
friendly slow-speed stall characteristics.
A quick glance at the Edge’s
specifications made me do a double take.
Its expected weight was less than 6
pounds. Long ago I had an Extra 300L
that matched this model’s specifications,
and it was such a delight to fly that it
never saw the shop; it was always with
me at the flying field.
The Saito .80 four-stroke engine
makes the Edge sing; it’s a lightweight
package with great running
characteristics. Unlike the only slightly
heavier .91 engine, the .80 turned smaller,
lighter APC 13-inch propellers, which
further increased the power-to-weight
advantage. My Saito .80 found a happy
new home in this airplane.
This Edge can accommodate electric or
glow power. Electric users should look at
power systems in the 1,200- to 1,500-watt
range. The included landing gear will allow clearance for an 18-
inch propeller.
To keep all that electric or glow power at bay, extra
reinforcement of the firewall and engine box is necessary. I
added pine triangle stock to the inside and outside corners, and I
filleted the glue joints with 30-minute epoxy for added
insurance.
The wing panels are feather light and join the pockets in the
fuselage with a CF tube. Only a rubber band or zip tie is needed
to pull the assembly together; I use a rubber band. The servos in
the wings mount close to the root, so only a wiring extension to
the receiver is necessary.
In the fuselage the servos can be mounted in the center of the
hatch area or in the tail. No ballast would be needed if the servos
were mounted up front, but the best linkage geometry required
that the servos be relocated. (See photo.)
The wings and tail surfaces are airfoil-shaped and
symmetrical for strength and precision control. I made my own
80 MODEL AVIATION
The Edge’s wings plug into pockets in the fuselage side. Notice the generous sizing of
the control surfaces. The tall rudder adds tremendous vertical stability.
The throttle servo is mounted upside-down just behind the
tank. The engine’s mounting angle suits the author’s exhaustexit
requirement.
On top of the stock tray, the elevator servo was mounted on its
side for best pushrod geometry. The rudder servo is mounted to
hard points that the author installed.
The servos can be mounted in the front or in the tail. Pushrodexit
locations are up to the builder.
06sig3.QXD 4/24/08 10:30 AM Page 80
elevator pushrod from a composite Dave
Brown pushrod kit, and I supported its
long length in the tail with a short brass
sleeve, to prevent uneven deflection of the
separate elevator halves. Pull-pull cable
control is the lightest linkage option and
would have worked well on the elevator,
but I employed it only on the rudder to
simplify the overall installation.
As complex as the Edge’s color
scheme and the laser-cut engineering
seem to be, they are simple for the user to
maintain and operate. The area between
the canopy and engine cowling is one
large hatch that reveals a wide-open area
for mounting that would satisfy both glow
and electric users.
The two-piece wings allow the model
to be separated into manageable pieces.
And the construction is the lightest it can
be in all the right areas, but it’s strong
enough that a person doesn’t have to
worry about handling the model if he or
she breathes on it wrong. Brilliant!
I used 50-ounce-inch Futaba S9001
servos on the ailerons, 69-ounce-inch
Futaba S9202 servos on the rudder and
elevator, and a mini S3101 servo on the
throttle. I mounted the servos in the
fuselage according to my taste and where
I thought they needed to be to balance the
model and allow optimal control. This
required some head-scratching and adding
a few wooden mounting rails, but I’m
happy with the results.
I used the included hardware and fuel
system. The 2100 mAh, 4.8-volt NiMH
battery hides neatly inside the engine box.
The lightening holes in the engine area
would be left open for electric power, but
to seal them off on this glow airplane I
covered the holes with clear MonoKote
and sealed all the wood with a coat of
clear epoxy paint.
Even though the Berg 7P receiver is
light and well suited for foamies, I was
confident enough in Castle Creations’ fullrange
receiver to use it in this project. The
receiver is a solid piece of necessary
equipment that added virtually no weight
to the model.
However, the Edge’s flying weight still
came out 6 ounces more than the specified
92 ounces. It’s still the 6-pound 60 I was
looking for, and the only weight-saving
option would have been to go with a .53-
.63 engine, but then nose ballast would
have been needed. So I’m satisfied with
the result.
With the Saito .80 wide open, the Edge
rockets into the air after a 10- to 20-foot
ground roll. Yeehaw! Some down-trim
was needed, but the rest of the model
controls kept their trim levers centered.
82 MODEL AVIATION
Without digital servos or a 6-volt
battery pack, the Edge 540 locks and
points as if it were following an invisible
track in the sky. What a feeling of
confidence this model’s agility and
performance offered. I knew it was going
to be a blast to fly all summer.
The fiberglass landing gear didn’t have
the same long-term wishes I did. It
delaminated near the bend into the
fuselage, and no amount of glue was going
to mend it.
I ended up using the gear legs as
templates I mailed to TnT Landing Gear
Products. Soon I had a new set of 1/8-inchaluminum
gear legs that weighed
approximately the same as the old set. I
painted them black so they were identical
to the stock gear.
My favorite way to fly this Edge is on
knife edge. Downwind and high, I’ll roll it
facing the canopy toward me and lower
the power to just above idle. The model
takes almost no cross-control input to stay
locked in. Using the power, I’ll drop the
airplane to the wingspan’s height above
the ground and fly out, staying in a highalpha
knife edge the entire length of the
field.
The Saito can drive the Edge 540
through Loops, in any attitude, as large or
as small as the pilot wants. Control-stick
06sig3.QXD 4/24/08 11:37 AM Page 82
84 MODEL AVIATION
harmony was realized with almost no
radio-program adjustments. I set the
control-surface travel amounts to the
Fliton recommendations, but this Edge
would be happy if I decided to program
the throws beyond that. The roll rate is
simply wicked!
I was surprised by how well this model
executes Harriers and Waterfalls, even
though the elevator halves don’t have
counterbalances. Light wing wagging is
apparent in the Harrier.
The airplane will hover almost
effortlessly, but it takes getting used to
because it easily falls on its canopy as it
will toward the gear (they typically want
to fall toward the gear). I exchanged some
of the hardware for good ball links from
Du-Bro, which I believe contributed to the
Edge’s precision. MA
Michael Ramsey
[email protected]
Manufacturer:
Fliton USA
4790 Irvine Blvd. Suite 105/299
Irvine CA 92620
(888) 473-0856
www.fliton.com
Distributor:
Horizon Hobby Inc.
(800) 338-4639
www.horizonhobby.com
Fliton USA
www.flitonstore.com
Sources:
Hacker A30-28, X-30 power system:
Hacker Brushless USA
(480) 726-7519
www.hackerbrushless.com
Saito engines:
Horizon Hobby
(800) 338-4639
www.saitoengines.com
Berg 4P, 7P receiver:
Castle Creations
(913) 390-6939
www.castlecreations.com
Futaba
(800) 637-7660
www.futaba-rc.com
Tru-Turn
(281) 479-9600
www.tru-turn.com
APC Propeller
(530) 661-0399
www.apcprop.com
TnT Landing Gear
(419) 868-5408
www.tntlandinggear.com
Other Review Sources:
Extra 330S Mini:
3D Flyer: September 2006
Rogue 3D Bipe:
None
Edge 540 Freestyle:
3D Flyer: November 2006
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