level of detail and complete the model.
Maxford supplies unassembled wooden wing supports
that brace the right- and left-wing sets, allowing them to be
removed together. Although they are fairly basic, look closely at
the photo in the manual to ensure they are properly assembled.
Mounting the radio gear was simple and straightforward.
The standard size Hitec servos fit into the openings in the
fuselage without issue. The mounting blocks for the wings are
constructed to match the servos of choice and also worked
The receiver was mounted at the rear of the removable
motor box and the ESC and BEC were mounted to the top
and bottom of the electric motor box respectively.
The batteries mount vertically to the sides of the electric
motor box and plug into a series Y harness to allow two four-cell batteries to work as an eight-cell battery.
Thunder Power 4S 5,000 mAh packs were originally chosen
for the project, but they proved to be too long to fit inside
the cowl ring. Two Thunder Power Pro Lite Plus 25C 4S
3,300 mAh batteries were substituted and fit without issue.
Because of the lower weight of the smaller packs, 14 ounces
of additional weight was screwed to the top front area of the
electric motor box to obtain the proper CG.
A word of caution: If mounting the batteries to the motor
box when using the electric setup, the propeller and cowl
must be removed to access the batteries. After the batteries
are mounted they must be connected and then the cowl
and propeller reinstalled. If this method is used, it is strongly
recommended to use a switch to ensure that the motor cannot
Most transmitters also can be programmed for throttle
lock or hold, preventing the motor starting if the throttle is
bumped. Another option would be to cut part of the bottom
of the cowl away to provide access to the battery plugs.
in the manual
were used on
The flight batteries, ESC, BEC, and additional
nose weight are all mounted to the motor box.
Thunder Power 3,300 mAh batteries were used
because the 5,000 mAh battery packs wouldn’t
fit inside the cowl ring.
all control surfaces. Exponential was not used and a 25%
aileron-to-rudder mix was programmed in the radio.
On the takeoff roll, the Nieuport became airborne after
reaching approximately half throttle, with only minor right
rudder input to keep it straight. Two-thirds throttle provided
a nice climbout.
As with most World War I biplanes, using both ailerons
and rudder in the turns provides the best results. If you are
not comfortable feeding both inputs at
the same time, a 25% aileron-to-rudder
mix appears to be nearly perfect.
The Nieuport is capable of basic
aerobatics such as loops, wingovers,
and rolls. The rolls look better when
a bump of down-elevator is input
through the inverted portion of the
As is typical with a WW I biplane,
the rolls are more barrel rolls than
axial. Sustained inverted flight requires constant down-elevator. The rudder is effective and the model can easily
provide knife-edge-type photo passes.
Because this WW I biplane has flying wires, the aircraft
has plenty of drag. The Nieuport will allow for slow flight,
but cut the power back too far and it will stall. Stalls are
gentle, but the model will drop a wing if the stall situation is
not quickly corrected.
Landings are best made into the wind. After the aircraft is
aligned with the aerodrome, slowly reduce throttle to allow
the airplane to descend. Use small elevator inputs to keep
the aircraft level. After the wheels touch, completely pull
the power off.
the model include
a 1/5-scale pilot
Vickers machine gun
set, and an electric
AUGUST 2013 www.ModelAviation.com