I built my Phaeton 90 in 1988. I installed the ailerons only on the bottom wing and used a single servo driving torque rods for the ailerons according to the plans. This layout has worked well for 35 years although the torque rod installation does leave a small gap between the wing and fuselage where caster oil can get in. After 35 years of being soaked in castor oil from the Enya R120 4C engine, the Black Baron film finally pealed off the fuselage, so my Phaeton 90 is currently down for recovering the fuselage and probably the wings too. When I recover the wings, I think I will transition to two smaller servos... one for each aileron mounted at mid span of each aileron and do away with the torque rods. This should solve the oil issue

Even with lots of aileron throw, the roll rate is slow... about 2.5 seconds to complete an aileron roll, about like a Sig Kadet Senior. If a faster roll rate is desired, then either larger ailerons or upper wing ailerons would be needed. When built per the plans, it is a very docile flyer with no bad habits. It is incredibly easy to land, as witnessed by the fact that the original Dyna-Thrust 16x6 composite prop I installed in 1988 is still in service on my Phaeton 90. If I were building the Phaeton 90 again, I would switch from glow to gas. A 20cc gasoline engine like a DLE 20RA or an RCGF Stinger 20RE would be perfect. The total weight of my Stinger 20RE is within two ounces of being the same as the Enya R120-4C. A 20 cc engine will provide about 14 pounds of thrust which would pull a 12 pound Phaeton straight up indefinitely, whereas the 120-4C glow engine will only go vertical for 150 to 200 feet before running out of steam. Once properly leaned, the gassers won't slober anywhere near as much oil residue on the airframe and a 12 ounce gas tank will out fly a 16 ounce glow fuel tank.

Hope you enjoy your Phaeton 90 as much as I have enjoyed mine.
David