RCU Review: Hangar 9 Christen Eagle II 90 ARF

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    Contributed by: Andrew Griffith | Published: January 2013 | Views: 55768 | email icon Email this Article | PDFpdf icon
    Andrew Griffith

    Email Me

    Distributed through Horizon Hobby
    4105 Fieldstone Rd.
    Champaign, IL 61822
    Phone: (217) 352-1913


    After US Aerobatic Team pilot and manager Frank Christensen's attempt to buy the Pitts aircraft line failed, Frank decided to start his own aircraft company; Christensen Industries.  The design for the Christen Eagle was based on the extremely popular Pitts Special.  The two place Christen Eagle II is an Unlimited Aerobatic Class aircraft intended to be used in aerobatic competition or advanced aerobatic flight training.

    Frank wanted to develop a high performance home built aircraft that could be used in competition but that anyone could safely build and fly.  No special skills are required to assemble the Eagle, in fact the full scale is a kit that comes in numbered sub-assemblies much like our models.  The kit set a new standard for home built aircraft and includes factory welded parts, tools, jigs, and a 30 volume assembly and maintenance manual. 

    As a testament to the Christen Eagle II meeting Franks design goals, the Christen Eagle II boasts a 90 percent completion rate of the over 1000 kits sold to date.

    The Eagle II made its debut at the 1977 Oshkosh, WI EAA Fly-In and immediately gained popularity with amateur and professional pilots alike.

    Three 260HP single seat Eagle I's were built specifically for the Eagles Aerobatic team and painted in the distinctive 8 color eagle scheme.  Intended only for prototypes, the difficult scheme was in great demand by many home builders and soon available with the kit.  This world famous trio (Gene Soucy, Charlie Hilliard, and Tom Poberezny) flew the Eagle on the air show circuit from 1979 through 1995.

    I had the pleasure of reviewing the Hangar 9 Almost Ready to Fly recreation of the famous Christen Eagle II.  The ARF can be constructed with either a glow fuel powered engine or an electric power system.  Our Eagle will be equipped with the Saito 125 four stroke glow engine and JR/Spektrum radio components.  Let's get started!


    Photo courtesy of WikiPedia

    • Full 8 color factory scheme
    • Ready for electric or nitro motor installation
    • Cowl matched covering
    • Highly detailed pilot and cockpit  are pre-painted and pre-installed (but see misses)
    • Outstanding covering job.
    • Easy assembly
    • Typical H9 manual
    • Large access hatch will make battery changing a snap for electric folks.
    • Innovative wing transport makes field assembly very easy.
    • Quality hardware kit includes everything you need.
    • Engine mounts accomodate both glow and electric motor installation.

    • Pilot figure is glued to covering and not wood, pulled loose just handling the canopy.
    • No easy way to remove and service fuel tank.
    • ABS wheel skirts cracked on the first flight.

    Skill Level

    Time Required to Build: 10 Hrs

    Frustration Level: Low

    What do these ratings mean?

    Name: Christen Eagle II 90 ARF

    Price: $329.99

    Stock Number: HAN5010

    Wingspan: 54in (137cm)
    Wing Area: 878 sq in (total)  (56 sq dm) Top: 446 sq in Bottom: 432 sq in
    Weight Range: 8.5 to 10lb (3.85 - 4.5 kg)
    Length: 50.8 in (129cm)
    Center of Gravity (CG): 5" to 5.5" from the leading edge of the top wing
    Radio Used: JR 11X 2.4 with Spektrum AR8000 8 channel DSMX receiver
    Servos Used: (9) JR DS821 Digital High Torque Servos.
    Battery Used:JR 5 Cell NiMH 2700Mah Battery Pack
    Channels Used: 5 total - Elevator, Aileron, Throttle, Rudder,  (Aileron servos were mixed in the radio)
    Engine Used: Saito FA125A AAC 4 Stroke
    Flying Weight: 9lbs 2oz ZFW (4.14kg)

    Options Added: Hangar 9 Aluminum Spinner (HAN99003)

    Control Throws: HIGH

    • Elevator: 1 3/8" (35mm) up/down
    • Ailerons: 7/8" (22mm) up/down
    • Rudder: 1 7/8" (47mm) left/right

    Control Throws: LOW

    • Elevator: 1" (25mm) up/down
    • Ailerons: 13/32" (15mm) up/down
    • Rudder: 1 3/8" (35mm) left/right

    Items Needed To Complete

    • .61 to 100 size 2 stroke Glow engine
    • 1.25 size 4 stroke glow engine
    • Recommended electric power system
    • 2700mAh receiver battery
    • 5 standard servos (4 for electric)
    • 5 channel radio system and receiver
    • 30-Min Epoxy
    • Appropriate Propeller
    • Medium and thin CA and silicon glue
    • Common modeling hand tools
    • Thread Lock
    •  4 - 3" servo extensions

    I have always loved biplanes and was excited to find out I would be receiving the newly released Christen Eagle II from Hangar 9.

    The Christen Eagle II was designed from the ground up to be an every day sport flyer and can accept a variety of power systems.  I built mine with the great sounding Saito 1.25 four stroke engine but a battery tray and motor mount are included for installing an electric power system if wiping some oil off at the end of the day isn't your thing.  I like electric power and have several electric planes but the Eagle really deserves the quiet pop pop pop of the Saito 4 stroke!

    When my Christen Eagle II arrived at the door the box appeared as though it had been run over with a fork lift.  I held my breath as I peeled back the layers but was pleasantly surprised to find that due to the nice packaging job and a bit of luck, there was no damage to anything but the box.

    The model appears to be very well built out of balsa wood and lite-plywood and covered in UltraCote.  The 8 color Eagle scheme is faithfully represented in UltraCote rather than many of the models I've seen with only 4 color graphics.  All of the markings, including the N number are applied at the factory but a sheet of logos is included in case you want to personalize your Eagle.  The covering job was excellent though as with any kit making a long journey, a few edges needed to be sealed and a few sags removed.  In all I spent about 30 minutes with a covering iron going over everything that appeared to need it.

    As noted, the packaging appears excellent and resisted the best efforts UPS to inflict any damage upon it.  All of the parts are wrapped in plastic and the hardware is separated and bagged.  Opening up the contents a few things stuck out right away.  All sharp edges like the aileron control horns on each wing, and the canopy latches were covered with foam blocks to prevent them from stabbing holes in covering.  This kind of attention to detail is what I've come to expect from Hangar 9 offerings.

    The cowl and wheel pants are constructed of fiberglass and appear sturdy without being heavy.  The wing joiner tubes included in the kit are constructed of aluminum and appear up to the task.  The cockpit is finished with both front and rear seat instrument panels, and a painted pilot figure installed.  (NOTE: Take the time to secure the pilot figure by drilling some small pilot holes and running a couple of servo screws up through the bottom.)  About the only thing I found that I felt might not be up to par were the very thin landing gear fairings that were constructed of ABS plastic.  Even when attached with clear silicon adhesive so the joint was flexible, both fairings cracked on the first flight.

    With all of the parts laid out it was time to sit down and read the instruction manual.

    Instruction Manual

    The manual for the Hangar 9 Christen Eagle II is exactly as I have come to expect from my experience with Hangar 9 models, that is to say, it's outstanding.  The well written manual is photo illustrated at nearly every step and includes measurements and building tips as required.

    The manual covers everything that I think is essential for a great manual: a complete inventory, concise instructions, clear photographs, center of gravity, control throws, and most importantly product support contact information.

    I always make a habit of checking online to see if there are any updates or addendums for the manual of the kit I'm working on but as of this writing none were available for the Christen Eagle II. 

    Download the Christen Eagle II Manual here

    (2mb - requires Adobe Acrobat Reader)


    Our Christen Eagle II  will be assembled with all of the Hangar-9 recommended components, the only optional part will be the great looking spun aluminum spinner.  I'll note any deviations to the instructions as we go along but reading the manual beforehand I didn't see anything I was tempted to change.  Where adhesives are required I'll be using Zap brand CA and Pacer Z-Poxy 5 and 30 minute epoxies and thread locker.  Remember that  any time you are working with modeling chemicals and adhesives be sure you have adequate ventilation.

    Remember, when building or repairing a nitro powered airplane, always use thread locker on ALL metal to metal connections!

    Once I had my work area laid out I set up a new model in my JR 11X DSMX 2.4gHz radio and bound it to a Spektrum AR8000 DSMX receiver.  The 11X (as well as several other of the high end radios) makes setting up multiple servos for one control a snap with the surface mating feature.  The Eagle uses 2 aileron servos so using the mating feature eliminates setting up a Y-harness or program mix and ensures that any trim or mixing applied to the master channel affects each surface equally.   Having the radio ready to go allowed me to set up each control surface as the build moved along.

    Main Landing Gear

    The first steps in assembling the Eagle involve getting it on its feet.  Bolting the landing gear to the fuselage should be done with care because the cover is intended to be glued on.  I installed the bolts with Z-42 thread lock and glued the strut cover in place with clear silicon so that it would be somewhat removable if maintenance (aka straightening) was required later on.

    The strut fairings are made out of ABS plastic that is very thin so take care while cutting them.  Make the hole for the strut large enough that the strut doesn't directly contact the fairing and install them with clear silicon adhesive.

    The wheels and wheel pants all went together without any issues following the instructions in the manual with one exception.  The measurement on page 8 step 8 is incorrect.  Install the wheel and then mark the spot for the flat spot that will seat the set screw.


    Tail Installation

    Building the tail is conventional and following the manual yield a straight and strong airframe.  The only personalization I made from the process was to use a metal straight edge to align the cut outs on the stabilizer and vertical fin.

    As pictured below left, Hangar 9 kits tend to pay careful attention to detail.  In this case, instead of leaving the rear of the fuselage open where the elevator joiner rod is, they included a small square of black covered balsa to seal up the gap.

    After verifying proper alignment and doing a little bit of sanding on the stab saddle, I used Pacer 30 minute Z-Poxy to install the stabilizer and then the fin.  The 30 minute epoxy has plenty of working time to allow you to clean up any mess with a clean paper towel and alcohol.

    The tail wheel looks to be of adequate strength and quality for a model this side.  It's secured to the rudder via a tiller and nylon strap so as to avoid transmitting the force of less than perfect landings directly to the rudder. 


    Radio System Installation

    Much like the other building processes involved in getting the Eagle ready to fly, the radio system installation is simple and straight forward with one small exception and that involves installing the throttle pushrod a little later on.

    I will be using the JR DS821 Sport Digital servos for the Hangar 9 Christen Eagle.  With 88 ounces of torque (when run on 6v) they should be plenty for the 90 size Eagle.  Supplying juice to the servos and receiver will be a 5 cell 2700Mah NiMH JR battery pack.  Guidance duties will be handled by my JR 11X DSMX 2.4GHz radio bound to an 8 channel Spektrum AR8000 DSMX receiver.

    Instead of using the usual phillips head screws to install the servos I elected to use the socket head servo screws available from RTL Fasteners.

    When installing the servos don't forget to pre-cut the threads through the wood first then harden the threads with thin CA.

     If you use the recommended components you can go ahead and mount the battery and receiver in the indicated positions and the model will balance perfectly.

    When I set up my servos I always power up the radio to center the servos without a control horn installed.  Then I fit the horn and rotate it 90 degrees at a time with the intent to find the arm that is at or closest to 90 degrees to the servo body.  Then you can use the minimum amount of sub trim needed to achieve perfect 90 degree alignment.  Mark the arm that gives you the best alignment and remove the remaining arms. 

    After that, make your final adjustments to the clevises on the control rods to precisely center each control surface.  When everything is perfect use thread lock on the jam nuts and tighten everything down.  Then check it all again!


    Cabane Strut Installation

    The top of the airplane is very smooth and I found it difficult to locate where the slots for the cabane struts were located.  I didn't want to poke around until I found them either.  What I ended up doing is shining a very bright LED flashlight into the front cabin area and it illuminated the holes perfectly.  After that it was just a matter of cutting away the covering and ironing down the edges with a trim iron.


    This whole arrangement is pretty slick.  Between the pockets in the fuselage for the lower wing, and the way the cabane support goes together, alignment of the wings and proper wing incidence is assured.  If you've never dealt with a biplane before, it's important that the top to bottom wing incidence is built as designed or undesirable flying characteristics will result.  Hangar-9 did a great job here.


    Saito 1.25 Four Stroke Engine Installation

    The Christen Eagle II will work with a variety of power plants,  indeed the parts are even included for an electric setup.  That said, for a classic like the Christen Eagle, nothing beats the sound of a 4 stroke glow engine.  As the specifications indicate, the new FA-125 from Saito weighs in at 10 ounces less than the fabled 120 and swings an APC 16x6 prop at 9000 RPM!

    Fiber filled engine mounts are provided for glow engine installation.

    The laser etched mounting template provided in the kit shows proper mounting locations for the Saito 1.25.

    This makes installation easy, just tape the template in place and drill the appropriate holes.  The open area on the top allows easy installation of the blind nuts.

    Once the pilot holes are drilled, remove the template and drill the holes to their correct size, install the blind nuts and test fit the engine.

    Saito 1.25 4 Stroke


    Only Saito could put 1.25 cubic inches of power into a 1.00 size case.  Not only is the FA-125 lighter and more powerful than the FA-120 it replaces, its unique size allows modelers to apply its awesome power to a wide variety of airplanes sizes.  It will work with anything from .90 size sport aerobats all the way up to 1.20 size sport and IMAC planes.  As with most Saito engines, the FA-125A is available in a stunning Golden Knight version with gloss black finish and gold-plated valve covers.

    Key Features:

    • Less weight combined with more thrust

    • 10 ounces lighter than the FA-120

    • Turns an APC 16x6 at 9,000 RPM!

    • 13mm Muffler threads


    • Type: 4-Stroke

    • Bore: 1.24 in (31.7 mm)

    • Stroke: 1.02 in (26.00 mm)

    • Displacement: 1.25 cu in (20.52 cc)

    • Practical RPM Range: 1,800 - 10,000 rpm

    • Crankshaft Thread Size: M8 x 1.25mm

    • Total Weight: 24.69 oz

    • Engine Only Weight: 21.87 oz

    • Muffler Weight: 2.89 oz

    • Practical RPM Range: 2,000 - 17,000 rpm

    • Prop Range: 15x7 - 17x6

    • Fuel: Glow

    • Mounting Dimensions: 119 x 60 x 127 mm

    • Cylinder Type: Single AAC

    • Carb Type: Dual needle

    • Crank Type: Dual Ball bearing


    Exclusive Warranty- Horizon Hobby, Inc., (Horizon) warranties that the Products purchased (the "Product") will be free from defects in materials and workmanship for a period of 3 years from the date of purchase by the Purchaser.

    Download the manual in PDF format - Click here

    Before completing final engine bolt down, this is one area where you can learn from my one area of frustration.  Build the fuel tank and drill the holes needed for the throttle pushrod in the fire wall and fuel tank bulkhead.  I used a 3 line system, the clunk to the carb, the pressure line attached to the muffler, and a fill line that hung down by the muffler that I capped. 

    Pressure test the fuel tank before installing it!  This is important because you have to break things to remove it.  Cap all the lines and immerse it in water and give it a gentle squeeze and look for any air bubbles fixing any leaks as needed before final tank installation.  If gluing the tank in makes you nervous you can always put a couple of eye hooks on the rear of the bulkhead and secure the tank with rubber bands.  Having pressure tested the tank I was confident enough to glue it in but if it comes out I'm going to remove that rear brace and use the hook and rubber band method. 

    Next, glue the pushrod guide tube in the firewall.  Slide the fuel tank bulkhead over the end of the tube and slide it into position.  Glue the fuel tank bulkhead and brace in place and then the throttle pushrod guide.  After you have the tank installed, push the Z-bend on the throttle pushrod through the throttle arm on the engine, insert the pushrod into the guide, then bolt the engine to the engine mount.  Trust me, this is much better than trying to get that Z-bend on the throttle arm after the engine is mounted.

    A Hangar 9 P-51 style 2.75" aluminum spinner is an option for the Christen Eagle but it really looks sharp with it installed.  An Evolution 16.x6 prop rounded out the business end.  The big Saito engines uses a single prop nut to lock things down so the spinner adapter allows you to bolt on the shiny spinner as well as acting like a jamb nut.  I did have to cut down the spinner bolt, put a nut on it, cut it with a Dremel cutting disk and when you remove the nut it will clean up the threads for you.


    Cowl Installation

    For the cowl installation I dug back into my RTL Fasteners goodies and pulled out 4 bonded washers.  These really help in preventing both screws from backing out from vibration and assist in preventing the screws from elongating the holes in the fiberglass cowl.

    Install the cowl and then use some manila folder stock to mark the cut out for the high speed needle.  I used a high speed Dremel sanding disk to smooth out that hole and make the exit hole in the bottom of the cowl as shown in the instructions.  If you're not using a remote glow plug driver you will also need to cut a hole for the glow driver.  If you're going the external glow plug driver route make sure you have the long version.

     I used clear silicon adhesive to glue the air baffle into the cowl to route air directly over the cooling fins of the big Saito.


    Wing Installation

    Few biplanes will ever be easier to manage than the Christen Eagle II.  Steel alignment pins are glued into the interplane struts.  Then a 45mm machine screw is inserted through the wing that threads into the interplane struts.  Here again, to protect both the finish and to prevent things coming loose from vibration I used bonded washers on the 45mm machine screws. 

    With the ailerons centered up using the radio system I installed the upper aileron push rods.  The silicon fuel line will help keep the clevis from coming apart at the wrong time and a little thread locker will help keep both the clevis and the jam nut from rotating.

    The long wing tube goes on the bottom but I marked it with a Sharpee marker with a couple of big "B"s so didn't have to experiment at the field.  The aluminum wing tubes appear sturdy without being overly heavy.


    Final Assembly

    Assembly of the wings is quick and easy and will make setup at the field a snap.  There's two wing rods, 3 2.5mm bolts, and two aileron extensions.  Hangar 9 provided laser cut and etched wing caddies that attach to the wing sets with rubber bands.  Once these are attached, the wings can be removed as a left and right assembly for easy transport yet quick assembly.  This means no taking apart the interplane struts and no removing the top aileron push rods to transport or store the plane.  The Christen Eagle II isn't all that big though and will fit in just about any SUV (I have a Honda Pilot) fully assembled.

    The CG was set in the middle of the recommended range per the instructions on the top wing at the center where the cabane strut is.  The CG is just about the aft edge of the tank so I don't expect the CG to change much as fuel is consumed.

    When I installed the canopy I noticed the latches were a little rough.  I put a drop of light machine oil on each side and after working them back and forth just a bit they loosened up nicely.  The two latch system allows quick and easy access to the inside of the fuselage so that the switch can be mounted in the radio compartment and doesn't spoil any external aesthetics.  If I were flying an electrified version I would rate the battery access as excellent due to the easy to remove hatch and large access area.

    While the directional programming of my JR 11X DSMX was done as I went along with the build I took a few minutes to sit down and verify the control throws and setup my dual rates.  With only DS-821 servos, programming is pretty simple and about the only feature other than dual rates and expo that I used was the ability of the 11X to assign a mate to the aileron instead of using a P-Mix or Y-Harness.

    I gave everything one last inspection and got ready to spend the next day at the field.



    The Christen Eagle has always been one of those planes that I admired but for some reason never got around to owning.  The distinctive color scheme coupled with any aviation nuts natural love for biplanes is an alluring combination.  The reality of biplane ownership though has always meant 30 plus minutes of fussing with two wings, interplane struts and their hardware, and control surface connections to get one ready to fly at the field.  Then (if you were lucky!) reversing the process to get it back in your car to go home at the end of the day.

    Hangar 9's careful design and attention to detail took care of all that.  Assembly at the field of the Chrsten Eagle II consists of sliding the wings in place and removing the transport caddies, connecting two aileron extensions, and installing 3 bolts.  The Eagle goes from broken down for transport, to fueled and ready to fly in less than 5 minutes. About the same amount of time and effort that it takes to prep any monoplane with plug in wings.

    I fueled up the Eagle with Byron Rotor-Rage 30% premium helicopter fuel.  My Saito 100 always loved the 30 percent and it keeps me from toting around multiple fuel jugs.  The Saito started quickly with an electric starter and I ran a tank on the ground to get the needles set and to check over all of the fasteners for any signs of vibration.  After looking everything over carefully and setting the engine a few clicks on the rich side it was time to get some air under the wings.

    Lacking the long tail moment of my Sbach or MXS I thought the Eagle might be a bit of a handful on the ground.  Taxi tests gave me a sense that low rate on rudder would be desired for takeoff and landing but other than that I was gaining confidence in the Eagle.  After dozens of takeoffs though I can say that any trepidation on flying the short coupled Eagle was unfounded.  With a hair of up elevator to hold the tail wheel down until the rudder becomes effective, and smooth application of power the Eagle takes off like any other sport plane. It does take some rudder to overcome the P-Factor from the big engine, and if you lay the coals to it quickly you had better hang on, a ground loop will be in your immediate future, but if good tail dragger flying proficiency is part of your skill set, you won't have any problems flying this airplane.

    In the air the Christen Eagle is powerful, smooth and predictable.  It tracks well through large maneuvers and the Saito 125 has plenty of power for large loops, figure eights, and immelmans.   The engine has sufficient power to sustain a hover but the control surfaces are made for sport and aerobatic flying, and not 3D so it is hard to hold a hover for very long.  Also, due to the outboard location of the ailerons there is no air blowing over them in a hover so torque rolls come on quickly.  A little bit of power at the top of an upline though, and the Eagle will do gorgeous tail slides till the nose falls back over.  Rolls are crisp but it takes some practice not to over rotate on high rates especially at higher speeds.  Point rolls look great and the DS821 digital servos have excellent holding power on this size plane. 

    Most biplanes knife edge pretty well because of the added side area of the interplane struts and the Christen Eagle is no exception.  It does pull slightly to the gear as well as exhibiting some roll coupling but with a little elevator mix it and a touch of aileron stick knife edge in either direction looks good.  Spins were tight but with the CG where we had it, the Eagle just wouldn't flatten out but tumbles and pop tops looked spectacular.  Spins stop when you neutralize the controls whether upright or inverted. The Byron Rotor Rage heli fuel made it appear as if we were running smoke and my favorite move with the Eagle was getting it to tumble into a cloud of its own smoke.

    The Christen Eagle will stall if you get it slow enough, and when it does it will drop a wing.  Pushing the nose down and adding power will have you quickly flying again.  With this in mind, and the drag created by the large cowl and dual wings, landings should be made with some power and flown to the ground.  Don't chop power until you're "over the numbers".  The Eagle will settle into a nice 3 point landing once the engine is broken in and a reliable idle established.


    Hangar 9 did a great job with the Christen Eagle II.  The airframe is well built and the ARF goes together with very little in the way of problems.  About the only real negative I found in the kit were the very thin plastic landing gear fairings.  After breaking on the initial flight they never got any worse through about 20 flights we put on it but everyone that looks at the plane feels obliged to point them out.  Securing the pilot figure should be done before flying it but two servos screws and about 30 seconds is all that it takes.  

    The flight characteristics are simply outstanding.  Several pilots in my club got a chance to fly the Eagle.  Christen Eagle veteran Brian Wiltse said it flew every bit as good as his (dearly departed) larger Christen Eagle.  Two outstanding pilots, Mike Hunter from my local club in Jacksonville, and Neal Kaploric from Deltona, Florida took turns putting the Eagle through its paces and both really enjoyed the aircraft.

    The Saito 125 is a very nice engine and its higher power output and lighter weight make it a very good match for the Eagle.  Having seen the electric version fly I would have no hesitation about building this plane electric either and Hangar 9 thoughtfully gives you the choice.

    Hangar 9 Models
    Distributed through Horizon Hobby

    4105 Fieldstone Rd.
    Champaign, IL 61822
    Phone: (217) 352-1913

    JR and Spektrum Radios
    Distributed through Horizon Hobby
    4105 Fieldstone Rd.
    Champaign, IL 61822
    Phone: (217) 352-1913

    ZAP and Pacer Adhesives
    Distributed by Frank Tiano Ent.
    3607 Ventura Drive E.
    Lakeland, Florida 33811
    Phone 863-607-6611

    Comments on RCU Review: Hangar 9 Christen Eagle II 90 ARF

    Posted by: Monkey Gutz69 on 01/06/2013

    Posted by: Monkey Gutz69 on 01/06/2013

    Posted by: Monkey Gutz69 on 01/07/2013

    Posted by: tailskid on 01/09/2013
    Review was very well done!
    Posted by: KaP2011 on 11/16/2015
    Thanks for a well done review, this was instrumental in my decision to purchase the H9 Christen Eagle. I just finished the assembly of my Christen Eagle. I did the maiden flight yesterday. I have to say that I'm very impressed with the flight capabilities of this plane. I chose to use an OS 91 surpass II and am happy that I did. My finished weight came out at 8lb 5oz which made for a very light wing loading. The landings were very nice, the plane just floated down to the runway, not a single bounce on any of the landings. I was not impressed with any of the hardware and ended up replacing nearly all of it. I was also not impressed with the covering, there were lots of loose edges and hundreds of bubbles. All that aside though, I really enjoyed flying this plane and was very comfortable with it by the second flight. With cross coupled aileron and rudder it could turn in the length of it's own wingspan. The 91 four stroke w/14X6 MAS Scimitar prop is more than enough power to do any maneuver I'm capable of.
    Page: 1
    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.

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