Building and Flying

Not long ago, I read an article in FMT (2/07) about new products—specifically, MVVS outdoor-runner motors with a solid casing, dual bearings, and built-in plug-in contacts for the controller. I couldn’t get it out of my head. I searched the Internet for more information and found the 5.6/960 Redliner. Since I knew that Topmodel is the importer for MVVS, I contacted the company, and in less than 14 days I received the first motor from this series to be delivered to Switzerland. It’s a real feast for the eyes.

CNC-milled motor with fan and cooling slots. In the “hangar” there was still a rough-built Marabu high-wing airframe, which, however, was not intended for electric propulsion and had a correspondingly medium-weight structure. None of this prevented me from milling out the epoxy-embedded motor bulkhead in the epoxy fuselage so that the new electric motor, weighing only 270 grams, would fit into the nose of the fuselage. A nose bulkhead made of 2-mm aluminum, complete with mounting and cooling holes, was embedded in the fuselage using 4-mm aircraft plywood, just as one would with a glider fuselage. All other internal components were placed as far forward as possible. Nevertheless, adding approximately 200 grams of lead was unavoidable. Three weeks after receiving the motor, the maiden flight was

(retiree’s haste). A group member took on the maiden flight because my fingers were already shaking before we even started rolling. The maiden flight went off without a hitch. There was plenty of power. Initial nose-heavy tendencies were corrected, and I’ve been flying the model myself ever since. As befits a trainer, simple maneuvers are easy to fly. For a standard—

During flight, you only need to use about half to three-quarters of the throttle. The heating of the power units is barely noticeable. I am convinced that this power system can be used to fly model aircraft with wingspans between 150 and 180 cm using three LiPo batteries.

*Oskar Itel, MG Diessenhofen*