across the room when snapping them into place. Trust me;
they are hard to find!
When using the recommended components, the proper CG
was obtained by sliding the battery around. The suggested CG
range in the manual is 118-120mm from the wing’s LE, which
looks like a lot, but the Horizon Hobby team pilots swear by
120mm, so that is where I started.
I set up two programs on my JR 11X 2. 4 GHz DSMX radio.
The E-flite Power Meter shows the system pulling nearly 450 watts at 39
amps at full throttle with a fresh battery.
The first was a basic airplane setup with the throttle on the
throttle stick and the flaps on a sliding lever. To fully explore
the 11X’s glider programming features, I created a second
program using camber, crow, and flight modes so the motor
was on the throttle stick in launch mode, but the flaps were on
the throttle stick in the other modes. With the rates set to the
manual’s recommendations, I charged the E-flite 3,200 mAh
3S battery and headed to my local club to put the Mystique
through its paces.
(Note: Most of the problems in the manual, including the
wing servo installation, have been addressed in a series of build
videos by John Redman and they are available on Horizon
Hobby’s website [see “Sources”]. Horizon responds to customer
feedback. I’ve talked with the owners of the second batch of
Mystiques and it appears that the pushrods have been properly
anchored in the fuselage to prevent the slop experienced in my
I was excited to see if the Mystique flew well. I did a
preflight check, dialed in approximately 30% exponential on
all of the flight surfaces, and topped off the 3S battery. I used
my E-flite inline wattmeter to make some measurements on
a fresh battery.
The Mystique pulled 39 amps at full throttle, and at
450 watts it was at 100 watts per pound. I didn’t expect
space-shuttle launches, but for a powered glider the climb
performance should be more than acceptable.
A few quick test flights at partial power showed that with
the elevator aligned with the marks on the fuselage, I was
using too much up-elevator. When I had that adjusted, I
gave the Mystique a slight nose-up toss as I advanced the
throttle to full power.
The fuselage isn’t reinforced, so don’t squeeze too hard
below the wing saddle while launching the model. With
the Power 25 brushless setup, the Mystique climbs with
authority at approximately a 45° angle. I made a mental
note to mix slight down-elevator with the throttle for
future flying sessions.
I chopped the throttle at roughly 500 feet and flew a few
laps around the field to test the trim and handling. The
color scheme presents well against both blue sky and the
overcast that crept in during my testing.
The large wing needs some rudder to help it around or it
slightly drags the tail in turns. I plan to add an aileron-to-rudder mix in future flights.
The ailerons are effective, and when used with rudder,
the Mystique turns on a dime. A stall test showed that the
Mystique will drop a wing when slowed too much, but
the controls get mushy and it gives you plenty of warning
before the stall breaks. At the recommended throw and CG,
the elevator is effective without being too sensitive.
I checked the flaps next. With them deployed, the nose
balloons to the point that full flaps take approximately
a third of the available down-elevator to stay level at the
recommended flap travel.
After the elevator compensation was dialed in, I pointed
the nose down and the Mystique descended at a steep
angle without building up excessive speed. This is great for
AUGUST 2013 www.ModelAviation.com