Right: The Edge 540 provides easy
access to the radio gear and fuel
tank. A Fromeco fail-safe Badger
switch was used with the main
flight battery. A 3S 4,000 mAh
LiPo battery pack and a standard
5S 1, 100 mAh NiMH battery pack
were used for the engine ignition.
The DA-50R is
to the aircraft.
digital pitch gauge to make
sure that my ailerons and
elevators were both moving
the same amount— 45°
on the elevators and
approximately 50° on the
ailerons. When they were
matched, I set a high rate
of max throw, with roughly
30% exponential, and halved the throw for my low rates. This
has always been a good starting place for me. When at the
field, I could fine-tune the rates to my liking.
My DA-50R came from a previous airplane and was already
broken in, so I didn’t have to do much with the engine other
than flip the propeller. It roared to life and was ready to go! I
double-checked my control surfaces while performing a range
test, and taxied it up and down the runway to get a feel for
ground handling (which was perfect).
I lined it up at the end of the runway and gave it full
throttle. It lurched forward and jumped into the air in
approximately 15 feet. I immediately climbed out to a safe
altitude in case something went wrong, and started to check
the trim. The airplane needed a few clicks of trim, and it was
Despite the fact that I had used a 50cc engine where a 60cc
engine could have been utilized, the Edge had plenty of power.
It showed no signs of slowing down on vertical uplines. I can
only imagine how it would do on a 60cc engine!
After a few flights to dial in my dual rates, I started to check
out the mixing. Surprisingly, knife-edge coupling was almost
non-existent. It was so slight that I didn’t feel the need to
program in any knife-edge mixing on my transmitter.
The airplane felt extremely light and maneuverable. The
roll rate was fast, but controllable. It wasn’t long before I had
the airplane where it loves to play—down on the deck—and
it hovered easily. Rolling harriers looked locked in and felt
great, and nearly every other maneuver I could throw at it was
handled with ease.
Coming in to land is a non-event. The Edge floats well, and
it was easy to grease in landing after landing. Stall speed is
extremely slow, and when it does stall, it somewhat mushes
down rather than tipping in one direction or the other.
Tumbling maneuvers were awesome and flat spins were easy
to get in and out of. Overall, this is a great 3-D airplane, but
flying 3-D isn’t everything.
I switched to low rates and
tried some pattern maneuvers.
The first thing I noticed was
that the Edge tracks extremely
well—straight and true. Rolls
were axial and no differential
programming was needed.
It flew through all of the
Aerobatic Club (IMAC)-style
maneuvers I could remember,
and it occurred to me that this
would also make a great IMAC
Ultimately, this Edge quickly
became my new favorite
airplane. I’ve always liked Edges,
especially the T-variant (which
stands for trainer because it has
two seats). It looks great in the air, is big enough to present
well and handle the wind, yet small enough to be transported
easily in a typical SUV or minivan.
It’s worth remembering that the 60cc Edge 540T is the
smaller sibling of the larger PAU 100cc Edge 540T—offering
pilots two size options for the same great airplane!
79 Model Aviation JANUARY 2016 www.ModelAviation.com