There are two micro linear output servos for the ailerons. Note the jack screw (above) for the servo out put arm. A closeup look at the nose (at right) shows a nice rounded intake that helps “turn” the airflow into the inlet. Inside the inlet is a scale but very functional splitter that funnels the airflow around and to the fan, just like the real plane.
On E-flite’s MiG the nose is very much in proportion and leads to a very critical aspect of any ducted fan. Smooth airflow is the key to any ducted fan’s efficiency and there are a number of items molded into the model that promote that.
The nose and the inlet have a nice curved shape that “turns” the airflow into the inlet smoothly. Right inside the inlet is another scale feature that helps smooth the airflow, a flow “divider”. On the real MiG this was meant to provide a space for the pilot and cockpit, as well as maintain that smooth flow of air around it to the face of the engine. In the model’s case it is the face of the 28mm fan. The brief instruction manual for the MiG shows this molded inlet and how it maintains a constant cross sectional area, another key element of good airflow to the fan.
When the MiG-15 comes out of the cradle box—don’t throw it away; it’s a great carry- ing case and place to store and protect the model—the landing gear is installed. De- spite the very thin gauge of the wire it’s sur- prisingly strong. As a very welcome and added bonus there is also nose wheel steer- ing. All that’s great for those who can fly from a paved field.
That isn’t my case but it’s not to say that
this MiG can’t be flown from a grass field. The gear, especially the nose wheel, comes off easily. So hand launches and belly land- ings are in order for grass fields. After all this inspection it was time to fly. Fortunately the model comes with the Celec- tra 2S balancing charger that seems custom made for the 200 mAh battery. This battery has a unique connector that doesn’t seem compatible with the connectors on other bat- teries, but it plugs nicely into the supplied charger, and of course the model’s ESC lead.
The charger has two alligator clips that hook it up to suitable 12-volt source. A few things first. There’s room in the bat- tery compartment to shift the battery for- ward and aft for suitable balance. Placing the battery full aft in the compartment, as suggested in the manual, put the 58 mm dis- tance for the c.g. right where it was sup- posed to be and as subsequent flights proved that was a good place for it.
Hook and loop fastener holds the battery in place and it seems secure, but just to be sure I put a strip of Scotch tape across the opening. So far there hasn’t been any evi- dence of the battery starting to come out and I’ll probably leave the tape off from now on. Just to be sure, I set the DX18 timer for 3.5 minutes, and set the recommended 70% dual rates for aileron and elevator. No expo was added and so far I haven’t used it at all. But that’s the way I learned to fly, but add some, not a lot if desired.
Ducted fans usually don’t work well in high density altitude days; i.e. hot, high and humid. Well the Top O New Jersey field isn’t really high but it sure was hot (90+ degrees) and the humidity had myself and my broth- er, John, dripping for the first few flights. That gave me some pause about the hand launch but from the first one on the MiG didn’t even really sag on launch. Started off slow but quickly accelerated at full throttle and was flying with no aileron or rudder trim, and one or two clicks of elevator. The wind was blowing also, with severe thunderstorms moving in so while not quite gusty, there was wind upwards of 10 mph off and on. That provided some turbulence but the AS3X went to work and kept this light little jet right on course. From the begin- ning, the comfort zone flying the MiG was almost immediate.
The speed was there. This little plane can zip, especially downwind, and since the first flight was for photos, I slowed it down to about one-third throttle for some slow pass- es and the model handled that and the tur- bulence with ease. Each pass made me like this little jet more and more.
With the obligatory pictures done it was
time to feel out the aerobatics of the plane. Loops and rolls are best done at high throt- tle and at high rates. But, in the loops be sure to bring the throttle back on the down- hill side of the loop because it will really ac- celerate, and a hard pull to level could result in some damage. Rolls are fairly quick but a little rudder helps. That rudder wags the tail okay but like all jets can’t really turn the nose in a stall turn.
Slow flight? It was good. Best way is to leave about quarter throttle on to keep some speed and work it to bring the plane in. Even with the turbulence the AS3X kept wings level, and the touchdown was almost as be- nign as a trainer. Longer flight times than mine are possi- ble, especially if you work with the throt- tle, but that 3.5-minute mark leaves some headroom for go-arounds or circling if needed.
Practically all the comments I saw on the internet about the MiG praised it and I have to add mine as well. Just like all the other MiG-15s in all sizes this one flies just about like a good sport plane. Even went out and bought some spare 200 mAh batteries to keep flying it over and over. Its size sug- gests it’s an indoor flyer but it’s too fast ex- cept for the very largest sites. But as a small field flyer you’ll find you don’t have to worry about conditions. You can fly this one outdoors with ease and even better, with a lot of enjoyment.
Looking up the tail pipe, the 5-blade fan of the 28 mm Delta-V fan (at left) is on view. It doesn’t have very much solidity like glow fans but has plenty of push
for the model with its BL 180m 11750 Kv motor. Despite high humidity, high heat, and slightly gusty winds, the MiG proved a very stable flyer (above) with a decent bit of zip to it. Flies like a very good sport plane. Hardly needed any trim with c.g. where indicated and responded well to control on both high and low rates.
FLYING MODELS 59
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