A couple of months
ago, I was lucky enough to prepare an article on the electric
QB-L from Aeroworks which was the first of its kind and I was
impressed by its quality and performance.
A few weeks after, I got my first look at the larger 30cc version of
this airframe in Toledo and was immediately blown away by its lines,
size and quality. Well only a few months after the Toledo show, I was
asked if I would be interested in preparing another article on the
30cc Extra 260 QB-L and needless to say, I jumped right in.
30cc Extra 260 QB-L is the second QB-L aerobatic airframe from
Aeroworks which means it retains all of the quick build features that
Aeroworks is known for but at the same time, all attention has been
given to creating a lighter but yet durable version of the airframe.
This is apparent when looking at the interior of the airframe for the
first time which might leave you asking where are all the plywood
pieces. The airframe arrives with an impressive collection of hardware
such as carbon gear and main/stab tubes, carbon control horns and
ball-link control rods. Like its smaller brother, the 30cc version of
the Extra also features the inner and outer SFGs and is targeted
towards the 3D pilot. The airframe arrives with templates for the
DLE-30 and the new DLE-35RA but can accommodate virtually any engine in
DLE was generous enough to provide a DLE-35RA
for this article which promises more power and the capability to spin a
bigger propeller over the DLE-30. The DLE-35RA features a rear access
muffler eliminating the need to purchase a separate wrap around muffler
which is also a great plus in my opinion. So without any further delay,
lets put one together and see what it is capable of.
and Inboard SFGs
fiber landing gear, control arms and main tube.
30cc Extra 260 QB-L is shipped in a modest box where each of the
components are individually wrapped. I was pleased to find no damage to
the airframe from shipping.
all of the components out of the box and laid out on the table, you
might be left wondering where the rest of the parts are until you
realize that this is a QB airframe and most of the work has
done for you.
fuselage arrives with the canopy ready to go and with all of the access
holes for the wiring and stab/wing tubes cut out. Blind nuts have been
installed for the cowl and it looks like there is little work to be
done for the modeler.
bottom of the fuselage features a nice hot air exit vent which will
reduce the size of the hole you need to open on the cowling.
Freestyle Extra 260 QB-L
Price: $499.95 (Accurate as of review
Light Weight Construction
and Detailed Instruction Manual
Foiled Tail Section
Two Piece Stabs
Two Piece Wings
Non-Flex Control Horns
and Light Tail Wheel
Inner and Outer SFG?s
Canopy with Quick Release Latch
Spacers Included to accommodate most Engines
Style Hinges Pre-Glued from factory
control surfaces double beveled for Maximum Throw
Mounted Fiberglass Cowl and Wheel Pants
Ultracote? covering provided for small repairs
Decal Set Included
Buddy for Quick and Accurate Balancing
to 8 Hours assembly Time
is proud to add the new 30cc Freestyle Extra 260 QB-L (Quick
Build-Light Series) to our growing line of airplanes. Designed with the
demanding 3D pilot in mind, this new airplane features many exciting
and revolutionary concepts that are sure to make it the hit of your
hangar. The 30cc Freestyle Extra 260 QB-L is the second airplane in our
new QB-L Series and it is sure to impress with its light weight build
quality as well as its impressive airframe strength and longevity. The
new QB-L features all of the Quick Build qualities that Aeroworks has
been known for, assembling the new 30cc Freestyle Extra 260 QB-L can be
done is as little as 8 hours!
Included with the new
Freestyle Extra 260 QB-L is an extensive hardware package that includes
Carbon main landing gear, carbon wing/stab tubes and the new, double
truss non-flex carbon control horns. All of these accessories are
designed to be rigid and strong while providing the lightest weight
possible for an airplane this size. Ball links have been provided for
the smoothest in control surface movement while still allowing for 50+
Degrees of surface deflection on the Ailerons and Rudder with over 55
Degrees of deflection on the elevator! Engine mounting templates have
been provided for the DLE 30 making installation simple even for the
first time gas pilot.
The airframe itself features a large
wing to provide an incredibly low wing loading, perfect for stable 3D
flight! The new wing design also features both inboard and outboard
Side Force Generators (SFG's) these SFG?s are pre-mounted and can be
removed in seconds if desired. Along with the new wing design are the
airfoiled tail surfaces that provide great control authority even at
low speeds. These extra features make the Freestyle Extra 260 QB-L one
of the most responsive 3D airplanes in its class. The Freestyle Extra
260 QB-L extensive build features include; pre-mounted cowling,
pre-mounted wheel pants, and a quick release pre-mounted canopy that
uses a spring loaded release mechanism, no magnets here!
is excited to grow our new line of QB-L airplanes continuing with the
30cc Freestyle Extra 260 QB-L. With 20 years in the industry, you can
rest assured that Aeroworks will be here to provide you with the
amazing product support that we have been known for.
- 11 pounds
- 35cc gas
canopy is held in place with a spring latching mechanism which makes
access to the electronics and tank a breeze at the field. The QB-L
aspect of the airframe is readily apparent as you look inside the
fuselage. It is hard to not be impressed with the amount of effort that
has gone in this airframe to make it light yet durable. Aeroworks has
even routed guide strings on the side of the fuselage to route the
elevator servo leads which will make sure that they do not interfere
with the pull-pull system employed on the rudder.
two piece wing arrives with the ailerons pre-hinged with pin style
hinges. String has been placed inside the fuselage to help in routing
the servo leads. I was surprised to find that the covering over the
inner SFG location has already been cut out for you. Spare pieces of
covering are provided should you decide you do not want to use the
inner SFGs and want to cover up the holes. The horizontal stabilizers
are airfoiled and the counter balanced elevators have also been hinged
with the same in style hinges at the factory. The six pieces that make
up the inner and outer SFGs color match the airframe perfectly.
main landing gear is carbon while the tail wheel is out of aluminum.
Aeroworks does sell a carbon tail wheel if you decide you want to hop
up your Extra later on.A spinner is unfortunately not included in the
box but a nice carbon fiber one is available from Aeroworks.
The remaining components are packaged in a few bags and include the
engine templates, the pushrods and control horns, the pull-pull system
and the spare pieces of Ultracote covering which Aeroworks is
for providing (and thankfully so) with
every ARF for when you will eventually need to patch up a small ding on
cowl arrives with holes that have been drilled for easy mounting and
the color matched the airframe perfectly. Non-flex carbon control arms
are provided for all the control surfaces. Those matched with the high
quality ball link type control rods should provide a nice slop free
linkage for the control surfaces. A C.G. Buddy is also provided to make
the chore of balancing the large airframe very easy and enjoyable.
30cc Extra 260 QB-L does not ship with a printed manual. Instead a CD
is provided which contains a colored pdf file of
The pdf file is sperbly detailed in describing the quick assembly
process in a step by step manner. The manual calls out the
point along with the recommended throws on all surfaces. On the initial
versions of the Extra 260, a couple of extra steps have to be performed
to counter sink the rudder hinges which only takes a few minutes to
perform when following the detailed instructions available in the
addendum to the manual.
assembly process of the 30cc Extra 260 QB-L starts by installing the
control arms to the ailerons. The
carbon control arms are fitted in place and a small piece of covering
is removed from the aileron where the base of the control arm will sit.
I used some
sandpaper to rough up the base of the control arms so the epoxy would
have something to adhere to. The
control rods are high quality ball link type with adjustments
capability while the rods are in place.
save time, I placed both wings and elevator halves on the assembly
table and prepared to glue all four control arms in place with a single
batch of epoxy. It is a good idea to assemble the control rods to the
arms before you glue them in place to make sure there will be no
misalignment of the arms. One thing to pay attention to here is to make
sure you choose the right base plates for the elevator and aileron
arms. The base plate of the rudder has larger openings so it is
probably best to set the rudder control arms and base plates aside
before you start the process to make sure you do not get them mixed up.
aileron servos can then be installed by using the pre-installed guide
sting. I used Hitec 7954SH servos for all control surfaces. The
ailerons required 6" extenders to reach the receiver inside the
fuselage. Once the servos were in place, I drilled, tapped and hardened
the screw holes before using hex head screws to mount the servos in
place. The long arms that come with the 7954SH servos are sufficient to
achieve full throw on the ailerons when used at their outermost hole.
The hole has to be enlarged a small amount to accept the 4-40 bolt of
the control arm. Once the servos are in place and connected to the
control arms the center position and the length of the control arm can
easily be adjusted using the provided spanner.
elevator servos are installed next. Aeroworks has provided guide string
that are routed through the fuselage in a very tidy manner. A 24"
extension is required for both servos. I routed both servo leads and
attached the servos in the same manner as the ailerons in no
has informed me that the first run of Extras requires an additional
step to counter sink the rudder hinges which is described in the
addendum to the manual. Without this, the rudder does not sit flush
against the vertical stabilizer. This is a very simple process which
involves marking off a drill bit to adjust the depth and hand drilling
a larger hole to allow the wider section of the hinge pins to sink in
the holes in the fuselage and the rudder. The whole process takes about
five minutes and the resulting fit is very tight.
rudder control arm is then installed in the same manner as the aileron
and elevators. .
control is achieved using a pull-pull system. Note that the
pull wires are not crossed inside the fuselage..
tail and main gear are then attached to the fuselage. Tail wheel
steering is achieved using a pull-pull spring setup. The wheel pants
are pre-drilled and blind nuts have been attached to the inside to make
the installation process a breeze. The provided landing wheels are foam
and are very light.
The DLE-35RA features a rear exhaust for the perfect tuned pipe setup.
It also includes a newly designed piston with re-engineered skirt for
less piston weight - resulting in such advantages as awesome throttle
response, more power and longer engine life. Producing 400 more rpm
than the DLE30, the DLE-35RA comes with engine standoffs, electronic
ignition, spark plug and muffler.
hp @ 8,500 rpm
this review, I was supplied with the new DLE-35RA engine.
really like DLE engines as they arrive with all required components
including the muffler, standoffs, ignition, spark plug and even a
sticker. The DLE-35RA arrives with a new ignition module which can
accept anywhere from 4.8V to 8.4V which means you should be able to run
a 2S LiPo
directly without a need for a regulator. Note that the spark
cap is no longer 90 degrees but is slanted to a ~120 degree
angle. This should make fitting the complete engine under the cowling
possible on most models.
addition to a
providing a larger displacement, the exhaust on the 35RA is on the rear
of the cylinder head which eliminates the need to purchase a wrap
around Pitts style muffler for this build. DLE also claims that this is
the perfect setup for a tuned pipe setup. Even though the Extra 260
does not natively accept a tuned pipe, one could modify the fuselage to
fit a pipe inside as there is ample space.
though I have not found any documentation about this, I noticed that
there seems to be a small guide added on the right side of
the crank case where the choke connection rod can be guided to the
front of the cowl for easy access.
the engine is worry free due to the provided template. To achieve the
recommended distance from the firewall to the back of the spinner, I
had to use four 1" dowels cut down to 1/4". I Hardened the dowels with
thin CA, drilled them and mounted the engine with the bolts that were
throttle servo mount is then attached to the fuselage. The side of the
mount has to be cut to accommodate for the tri-stock in the
hole for the pushrod is made on the firewall and once the servo is in
place, the pushrod for the throttle can be cut to size and soldered in
place. If you are not comfortable with this process, you could probably
use a piece of 4-40 all thread rod cut to size to make the connection
provided fuel tank is then assembled and mounted in place using heavy
duty zip ties. For
fueling the Extra 260, I used
a T connector on the fuel line. The fuel DOT is provided by Aeroworks
and works pretty good. At first it was hard to press the DOT in all the
way but I trimmed a bit of fuel line around the connection spot to
achieve a snug fit. I also
mounted two charge switches on either
side of the fuselage for the receiver and the ignition battery.
provided linkages unfortunately did not fit through the choke guide on
the DLE-35 so I used the old servo arm method to mount the choke
connector to the engine post. I will most likely change this out when I
get my hand on a smaller diameter pushrod. I mounted a 6V2500mAh NiMH
battery for the ignition to the left of the engine and zip tied the
ignition to the right side.
manual shows the recommended cuts for the DLE-30 engine. I followed the
procedure only to find I had to open up the cut a bit more to
accommodate the slanted ignition on the DLE-35RA. Aeroworks provides a
template to cut vent holes on the front of the cowl which I used in
conjunction with a rotary tool to complete the cuts on the cowling. The
resulting cuts are very symmetric and do not bother the eye when
looking at the airframe from the bottom.
mounting the cowl, I installed the provided fuel vent exit on the
bottom of the fuselage using a bit of CA. The cowl, propeller and
spinner can then be mounted using the supplied 4-40 bolts and bonded
washers. The bonded washers do a great job of keeping the holes in the
cowl from getting rounded over time due to the vibrations from the
engine. I used the optional carbon fiber spinner from Aeroworks and a
19x8 Xoar propeller. I drilled a small hole on the side of the fuselage
to access the needles and the build was essentially completed.
provided SFGs install on the wings with 4-40 bolts and bonded washers.
After balancing the Extra using the provided C.G. buddy I ended up with
the 6V2700mAh NiMH flight battery strapped in front of the gas tank to
achieve perfect balance. I used a Futaba R617FS receiver mounted behind
the tank where all the servo extensions reached the receiver perfectly
without any further connectors being required. My
dry weight came out a tad bit higher than the advertised weight of 10.5
- 11lbs at 11.5 lbs which was mostly due to the heavier NiMH batteries
had high expectations with the 30cc Extra 260 especially after flying
the 52" Electric version for so long. With the flight and ignition
batteries charged, I headed out to the field for the maiden flight.
Once at the field, the assembly of the Extra 260 is quite quick. The
wings are mounted to the fuselage using the carbon wing tube and are
held in place with two bolts and four cotter pins. It is easier to get
the cotter pins in and out if you angle the tips a little with a pair
of pliers. Once I connected everything and made sure that all the
surfaces were moving in the correct directions, I headed out to the
starting stand to fire up the DLE-35RA for the first time.
the choke engaged, I flipped the prop a couple of times till the
DLE-35RA popped. Pressing in the choke and flipping the prop a couple
of more times brought the DLE-35RA to life. After waiting for it to
warm up, I tried a transition test where the engine died midway
through. After richening the main a bit, the DLE-35RA was reaching full
throttle and idling like a champ.
handling was uneventful as I rolled the Extra 260 out towards the
runway. With the nose pointed in the wind, I advanced the throttle and
watched as the Extra quickly picked up speed and lifted off for the
first time. Once in the air, I trimmed out the controls for level
flight and just flew a couple of circuits to get familiar with the
airframe. I had to land and adjust the throttle curve of the engine to
bring the power band to a higher position in the throttle. After taking
off and getting braver with the airframe, I brought the Extra low over
the runway and rolled it on its side. The resulting knife edge was very
easy to maintain and I can say exhibited little to no coupling at all.
I rolled the Extra inverted to find that it requires a touch of
elevator to maintain level flight. Vertical lines were nearly perfect
with only a touch of rudder required to keep a straight line.
following flights, I leaned out the DLE-35RA and started to put the
Extra through the paces. With the additional power from the engine, the
Extra screams down the runway at full throttle and has strong pull
climbs. Snaps are easy to perform even on up lines. Hammer heads and
stall turns were a breeze although I was still getting a bit of
pendulum effect coming out of the turns. Slow and point rolls were only
limited by my flying ability.
flying the sport and precision envelope, I was comfortable enough with
the DLE-35RA that I started to bring the Extra slow and low over the
runway for some low altitude 3D maneuvers. My first attempt at bleeding
off some speed and entering a harrier was greeted with little to no
wing rock. I was easily able to bring the Extra lower and lower until
it was floating right in front of me. Transition to hovering from
harrier flight is easily achieved by pulling on the elevator without a
major burst of throttle thanks to the 50+ degrees of deflection on full
rates on the elevators. Once in a hover, I had no trouble keeping the
canopy pointed towards me due to the large ailerons and the control
that they provided. The DLE-35RA is very powerful and can pull the
Extra out of a hover in a hurry and keep climbing till you say stop.
Inverted harriers were even more stable and exhibited less wing rock
than upright. Rolling harriers were also easy to perform with very
little correction required to keep the Extra rolling with constant
angle of attack through the maneuver.
the Extra after 10 minutes of flight time, I was pleased to find that I
still had half a tank of gas left. With a large fuselage and wing area,
the Extra can be slowed to a comfortable speed on final approach with
perfect three point landing on every try.
out the video to
see her in action!
30cc Extra 260 QB-L ARF
(Pilots, Stills & Video: Burc Simsek and
a QB-L airframe, the Extra 260 assembles quickly and results in a light
and durable airframe which is perfect for the 3D enthusiast. With a
good amount of the assembly already done for you, only a few
and enjoyable hours in the shop are required before the airframe is
ready to put on a show at the field. I flew the Extra with and without
the SFGs for further experimentation and decided that I like to keep
the inner SFGs but remove the outer ones. Even without the outer SFGs,
I was able to perform nice and stable knife edge passes without any
issues and even pull through knife edge loops. The new DLE-35RA looks
to be a power house and I cant wait to get it properly broken
you already have the electric version of the Extra 260 QB-L, you will
most probably agree with me that it is one of the best flying airframes
in its class. Not resting on their laurels, Aeroworks has now raised
the bar with the 30cc version of this airframe. After flying the Extra
for a couple of weeks now, I am very pleased with the quality and the
performance that the airframe provides and I find myself picking the
Extra out of my fleet as I head out to the field. If you are on the
hunt for a 30cc size aerobatic airframe, make sure you put the Extra
260 QB-L on your list.
The comments, observations and conclusions made in this review are solely with respect to the particular item the editor reviewed and may not apply generally to similar products by the manufacturer. We cannot be responsible for any manufacturer defects in workmanship or other deficiencies in products like the one featured in the review.