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Old 03-09-2012, 08:39 PM   #1
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Default The Extreme Flight Edge 540T-EXP ARF-48

new to electric stuff,all nitro for 20 yrs,,,is there any of these out here ???
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Old 03-10-2012, 03:49 PM   #2
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Check out my blog reports on all the Extreme Flight EXP series airframes....



Please check out my blog: Extreme Aviation
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Old 03-10-2012, 06:31 PM   #3
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Yep, I've had one for a few months now, fantastic!. Dont think twice, go buy it you will love it.

About the only slight weakness I've found is the undercarrage mounting is a bit weak if you fly off rough fields. Make sure you run plenty of CA into the joints around the undercarrage, especially where the mounting plate joint the the former just behind the landing gear, that's where the tend to go.
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Old 03-10-2012, 06:53 PM   #4
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There doesn'tr seem to be a good way to post videos from Vimeo here, but if you click the link, it should work....

http://vimeo.com/34422884

As you can see, the Edge Edge is a 3D monster. Pitch authority is pretty much whatever you demand from it.

I'm building a brand new red/white/blue one now to test out some HS5065MG servos. I'm sure they will be awesome. We'll get some video and report back as soon as it's done.

Please check out my blog: Extreme Aviation
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Old 03-11-2012, 06:20 PM   #5
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I'm waiting on three servos and my new edge will be ready. On this one I'll be testing the Hi tec HS5065MG digital servos. I've already got the elevator servo in and it operates fast and smooth. Real nice. this will be my first experience with digitals.

As always, we'll be using the torque 2814 motor and Airboss ESC combo.

The last time I took my current Edge out I broke a Side Force Generator (SFG) and finished the day flying without them. I was surprised how well the plane harriered, walled and parachuted. the only place it seemed to be effected was that it took more rudder imput to sustain KE flight, and even that was not so bad because the Edge ESP fuselage has so much side area.

Right now I am toying with the idea of flying this one for awhile with no SFGs and getting truely used to it that way. Then I can put them on and any judgement I make can be really fair because I will have extensive experience with the plane in both configurations.



I've also flown the Extra EXP without the SFGs. People ask me if the EXPs the need SFGs and I have to say no. They fly just fine without them. the SFGs are just a performance enhancing feature. If you don't like the looks of them, or don't want them for some purist reason, leave them off. The plane flys better with them, but it's still just fine without them, and still better than any other plane I have flown.

As far as SFGs in general, I have been a fan of them for years. at first I hated them because I did not like the way they looked, but I became an advocate almost instantly after flying them because of the performance advantages. Funny enough, after awhile, planes without SFGs start to look odd. It is all in what you get used to looking at!

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Old 03-11-2012, 06:50 PM   #6
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Default well #$%&

i was set on the red/yellow, but dam that one looks awesome sitting there !!
i was wondering about the sfg's too,,im not a big fan of them,but i have also never flown n e thing with them either !! good to know i dont have to use them or i can !! thnx again doc
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Old 03-11-2012, 07:25 PM   #7
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Originally Posted by x-nitro View Post
i was set on the red/yellow, but dam that one looks awesome sitting there !!
The R/B/Y is awesome, but the big Extreme Flight decal on the wing is a giant PITA to apply. I had mine custom made in vinyl by B&E graphics. It's beautiful, but it cost $40. It also looks great without it, but the extra yellow really makes it pop.

i was wondering about the sfg's too,,im not a big fan of them,but i have also never flown anything with them either !!
On most planes SFGs will help reduce wing rock and give you a better harrier and elevator maneuver, and a more solid and predicatable wall and parachute. With it's straight leading edge wing, the Edge EXP is already so solid in these maneuvers that there is really no room for improvement, so they don't really help much. The big improvement is increased rudder authority in knife edge maneuvers.

You can fly the Edge without the SFGs until you are really confortable with it, and then try them down the road. Once you are familiar with the plane you will be able to tell the difference make a fair juidgement on whether or not you like them. Like I say, you'll get used to their looks pretty quickly.

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Old 03-11-2012, 08:03 PM   #8
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Cool: If you click on the photos, they enlarge.


I flew my first Extreme Flight Edge 540T EXP on 3s power and it was smooth, easy but agile, precise, and awesome. It was incredibly nice all the way around and it encouraged me to try the rest of the EXP line up.

This report will be about flying the Edge on 3s, and we will come back and report on 4s flying and how we set the aircraft up, complete with set up photos.


Hard on the heels of Extreme Flight's ground breaking 48" Extra 300 EXP comes the Edge 540T EXP. The EXP series is full of design and build innovation. Much of this is covered in our Extreme Flight Extra 300 EXP_Clean Sheet report.

Since the flying is the most important part of any report, let's just dive right in. Sections on set up and equipment will follow in our next Edge 540T EXP report.

Flying

General
What I have always loved most about the Edge 540 is how comfortably it allows you to fly extreme Kamikaze 3D with total confidence. This was enough for me, but now the Edge 540T EXP blows the envelope wide open by doing very nice precision work as well. This is where my previous Edges fell a little short, but remember we are now dealing with an EXP series plane.

The EXP series fly differently. They are very, very stable airplanes with long tail moments, huge stabilizers, and tall fuselages with a wide, flat bottom. Add to that the huge, stability inducing side force generators (SFG) and you've got a plane that flies very smoothly and locked in. The EXPs go and stay exactly where you put them. Then, when you do want them to turn, roll, yaw or snap hard, the EXPs have huge control surfaces with lots of movement to give you great control authority. Not only does the stability keep you out of trouble, but you can push the airplane extremely hard and it will never lose it's composure. At first, I had to force myself to fly these airplanes that hard, because the stability had me refusing to believe they could also be so agile, but they are.

The Edge does conventional aerobatics with ridiculous ease. It will roll, loop, snap, spin, and do basic maneuvers with as much ease as nearly any sport plane, but the real surprise comes with KE, point rolls, and other precision maneuvers. The entire EXP series really shines here, and much of this has to be due to Extreme Flight's excellent pedigree in IMAC and precision competition.


You end up with a plane that is smooth and stable enough for precision pattern and IMAC work, yet still agile enough to do every 3D move in the book. All the EXP series airframes are so smooth that I generally leave my rates on high and even do my precision maneuvers this way.

The outstanding feature of the Edge 540T design is the straight leading edge (LE) of it's wing. This goes a long way to eliminating wing tip stall, and in dampening wing rock in harrier and elevator maneuvers. The straight LE also helps keep the wings level in high rotation maneuvers such as walls and parachutes. This has always made the Edge design a 3D favorite, though the EXP goes to another level. Of all the planes I have flown, the Edge is the most solid in harrier, and in elevators.

The Edge and the rest of the EXP series track like arrows, but are as agile as anything I have ever flown. They are the best of both worlds.




Harrier
All the EXP series planes harrier exceptionally well. The Edge is just the best one of them for this. Using a conventional set up of 50 degrees of elevator travel, they are all pretty similar, though the Edge 540T has zero wing rock at all times no matter how sloppy you get with it. All of them are absolutely excellent, but the Edge 540T has the.....uhhhh, edge here.

First, as noted before, the straight LE of the wing makes for an exceptionally stable platform that doesn't tip stall and won't rock. The pilot can still induce a bit of rock if his form is sloppy enough, but the big side force generators (SFG) kill that almost instantly. The stability in harrier with the Edge 540T is almost obscene. The plane is a joy to just drag around with the nose way up in the air, and she will turn very hard like this on the rudder. This just makes it so much easier that doing extreme 3D with the Edge 540T EXP is almost like cheating.

Pitch Maneuvers
Also, in super hard pitch rotations such as in walls and parachutes, you know the Edge wings will go where you point them. You can do high intensity, low level parachutes at ridiculously low altitudes, simply because after one of two of them, you have that kind of confidence in the airplane. You can go lower and lower knowing she will pop to flat with her wings level every time. At some point, though, that's low enough, though I have actually popped a parachute and rode it into a perfect 3 point landing with this plane.

It's the same thing with wall maneuvers. You know you can hammer the stick back and the plane will rotate with the wings level until you let go. Again, the straight LE keeps the wings where you want them, so the Edge won't fall off to one side or roll where you don't want it to go. The last thing you want is to drop a wing towards the pits when you pull the nose to straight vertical and dead stall the plane right on the deck, which is why you don't want to try that unless you have a plane that gives you the kind of confidence the Edge does.

With all the EXP series planes, the tail will whip hard around the wing tube in a waterfall maneuver. The Edge though, takes a little less rudder correction and tracks through it straighter. The waterfall just seems to be easier with this plane.



KE Spin
Knife edge spins with the Edge 540T EXP are criminally easy. You simply put in full left rudder, full down elevator, full throttle and 1/8 left aileron. The Edge 540T EXP just falls into a beautiful KE spin with the tail just snapping over and over and the Torque 2814 screaming it's guts out. You can manipulate the throttle from there, but it seems at about half power you get an absolutely tortured growl out of the prop that makes it sound like the whole airplane is coming apart!

The best part is, provided your CG is close, that you can enter the KE spin from just about any attitude or speed and the plane doesn't care. Like this you can turn a conventional spin into a KE one, or enter from a stall turn, outside loop or ever from upright level flight. With some entries it will wallow about a bit first, but it always goes in if you just leave the sticks there.

I like to enter from the top of an outside loop because it flows right in. It looks like an outside loop, only you surprise onlookers by dropping it right in as she comes over the top. Since the transition is so seamless and there is no waiting, I can enter a KE spin at a pretty low level, get a couple of rotations and fly away right on the deck. The Edge comes out of the KE spin just as soon as you release the sticks, so you can get low pretty confidently.

I like to go to full power right before I know I am coming out. This gives me a lot of airflow over the controls, because remember, the wing is absolutely dead stalled and has no forward momentum at this point. When I want the plane to stop rotating, I release the controls and still hold just a smidge of down elevator....... and she will fly out inverted. You are holding down elevator anyway, and to me it looks smoother to fly her out on her back. The trick is to release the controls when she is pointed the direction you want her to fly out in, but that is just a timing thing you have to work on, and I still mess it up more often than I would like.


Knife Edge Flight
The EXP series features huge SFGs which add lift and stability in KE. Actually, I think they add stability all the way around, and I like to use them on all my planes.

Since I started flying the EXP series my KE game has evolved. I almost never used to fly any KE, simply because I wasn't any good at it. Lots of planes squirm around, act unstable and all in KE, not to mention they don't fly in a straight line like this. With the added stability of EXP sized SFGs, and the EXP's tall fuselage sides, these airframes ae much more stable, and have much more lift when flying on their side. When you add to that the EXPs are very nearly KE coupling free, you can see how much confidence you can get out of a plane that flies KE in stable, straight line.

Edge 540T EXP VRS The Extra 300 And MXS EXP
I fly each of these planes to their strengths. While the three of them are very similar in the way they fly, each has areas where it is stronger than the others. If I feel like working on being smooth and precise, the Extra is the best plane for that. If I want to fly wild, unrestrained, off-the-hook 3D, the Edge is the best choice for that day.

The Edge does give up a little to the Extra's double tapered wing in rolling precision, but most of us aren't good enough for that to be a big issue. The high alpha stability you gain with the Edge's straight LE, especially in harrier and hard rotation moves, is a fair exchange.

While the Extra might seem to be a little more stable than the Edge, I think this is an illusion created by the Edge's greater agility and the Extra's more refined precision manners. The Extra is definitely easier to fly, though for hardcore 3D, it also isn't quite as capable as the Edge.

The Extra is a little better when you mix precision with your 3D, but the Edge is better for hardcore 3D. However, you can still flip to low rates and the Edge 540T does excellent, smooth and precise IMAC work. She is great all the way around, though tailored a bit more for hardcore 3D than the Extra.

As compared to the MXS, that one seems to be right in the middle of the other two. The MXS is sort of it's own dog, and flies a bit differently. I think the MXS is probably a bit of the best of both the Extra and Edge, and it is very nicely balanced to do 3D and precision with equal ease and grace.

Flying The Edge On 3s
My original Edge flew on nothing but 3s and I loved it that way. It was nice and floaty, and super easy to fly. I sort of like moderate power systems anyway because it is so much easier and less stressful to fly them that way. It is also easier to be precise when you aren't spending the whole time hanging on to it!

Following are the two videos we made of my original Edge on 3s packs. You can see how smooth and easy she is like this. Not quite as graceful as the Extra, but still damm smooth for a plane that does monster 3D so well.

THE FINAL NAIL

Of the current three EXP series airframes, I had not intended to do the Edge 540T report last. It just sort of worked out that way. I had an Edge from the original first shipment, and it was my favorite plane at the time, but we sort of ran into some bad luck (stupid flying) right as Extreme Flight sold out of Edges and I couldn't get another one right away. So, we sort of had to back burner the report.

This was probably just as well. I would have been content to buy another Edge, and probably wouldn't have discovered what killa planes the Extra 300 EXP and MXS EXP are. I've been flying and loving those, but you can believe it that I was chomping at the bit to get started when UPS dropped off my two new Edge 540 EXPs earlier this week.

Flying With Extreme Elevator Travel
One feature exclusive in this size to the EXP series is the insane available elevator throw. I get about 88 degrees on mine, which, believe me, is enough. Where this comes in handy is for violent pitch rotations, and added elevator authority all the way around. This is simply an insane amount of control surface movement, and you don't need it unless you are going for absolutely extreme, outer limits 3D performance. For most sport 3D pilots, elevator movement of 50 degrees is more than enough.

In walls, parachutes, and extremely hard turns, the Edge remains composed because of it's straight LE. While running a more conventional 50 degrees of elevator movement, the Edge is slightly better in this respect than the other EXP series planes, but when you use the available 90 degrees of travel the Edge truly sets itself apart.

We are going to cheat a little here because I lost most of the photos of my original Edge in a hard drive crash. This is a photo of the elevator travel on my MXS, but the Edge gets every bit as much movement.....


90 degrees of elevator deflection is simply a ridiculous amount of throw. It gives you the kind of pitch authority to absolutely whip the tail over the nose in waterfalls, and nearly throw the tail under the airplane in wall maneuvers.

Parachutes are just plain disturbing because the airplane will rotate to completely horizontal with a satisfying pop, and the whole airframe jolts to a stop and becomes own parachute, floating down gently. You can do high intensity, high speed parachutes at ridiculously low altitudes, simply because after doing one of two of them, you have that kind of confidence in the airplane. You can go lower and lower knowing she will pop to flat with her wings level every time. At some point, though, that's low enough, though I have actually popped a parachute and rode it into a perfect 3 point landing with this plane.
While this kind of control throw will give you insane pitch authority for walls, parachutes and other hard pitch rotation moves, you do have to be more careful in a harrier with all that travel.

Extreme Elevator Travel ... The Downside
On any plane this additional movement will make things a bit trickier. On some it would make the airplane evil or even impossible to fly, but the EXP series are so stable you can get away with it. The only downside I have found is that harrier becomes just a little trickier.

In harrier you are on the ragged edge (so to speak) of a complete stall, flying off the partial lift from the airframe and thrust from the propeller. While the plane is flying around in a mush, with a full 90 degrees of elevator travel you can still rotate the plane hard enough to dump all of the remaining lift pretty quickly. What fools you when you get to critically slow speed is that the rudder and ailerons are nearly ineffective, but you still have enough elevator to pitch the nose past that critical angle of attack and stall the plane completely. It helps to lead with the throttle a little, and after you get the hang of it, you can almost anticipate when you need to apply a blip.

With the Extra and MXS, you have to be smooth at critically slow speeds, or all that throw can bring on the stall so quickly that it can surprise you. Also, in elevator maneuvers, if you use too much elevator movement the plane will yaw off a bit, and then you end up chasing it back and forth with the rudder.

Conversely, the Edge 540T, with the straight leading edge wing, has a stall that is straight, progressive and predictable, so it mushes it's way into it so straight and smoothly that you almost can't make it surprise you. For this reason, I think it is the best EXP airframe for hardcore unlimited 3D antics. You can go ridiculously deep into a stall and the airplane will never do anything evil. No mater how hard you push the Edge, it remains composed and sure footed.

While the Extra and MXS are much easier to harrier on a mid rate of 50 degrees elevator or so, the Edge 540T simply doesn't care nearly as much. I never take mine off high rates and the full 90 degrees of elevator movement. Even with this extreme elevator movement and flying at an extreme angle of attack, there is absolutely no wing rock. The Edge is completely solid all the way around. This doesn't mean you can't stall it or anything, but you won't have to fight it so hard in a harrier because the wings are going to stay level.

The extreme elevator movement does make all the EXPs a little twitchier in a harrier, but it is something you adapt to pretty quickly and learn to fly around. Something else you can do is use a triple rate.....low rate for precision, high rate for 3D (with 50 degrees of elevator) and insane rate (90 degrees elevator) for, uhhhh.....insane 3D.

However, I go back and forth from alpha to high speed and back again so rapidly and so often that I don't have time to be flipping switches, if I even remember, that is. As a result, I have just learned to leave my rates set on kill and live with it. It's not that bad with an EXP because they are so smooth, stable and predictable, even on the highest rate I can put into them. I do all my precision and 3D on one rate, simply because the plane is good enough to let me do it that way.


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Old 03-11-2012, 08:36 PM   #9
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For flyers of more average skill level (like me) I find that the extreme (close to 90 deg) elevator movement is much too twitchy. On my DX7 I have the elevator on a mix switch which increases movement from approx 45 Deg to about 80 Deg when activated. Doc is right though, most of the time I forget it's there, but to be honest 45-50 Deg of elevator gives me all the authority I need, but I cant fly like Doc
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Old 03-11-2012, 08:47 PM   #10
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If you fly hard, it is just something you learn to deal with it. I liked the authority it gave me, but I forget what rate I am on. You hate to forget, be on low rate and try a parachute or something, so I finally set the plane up with no rates and I fly it with full throws all the time.

Really, I stay so busy that I simply don't have the time to stop and flip a switch, so I don't. The entire EXP series is so solid and stable at high speed that you don't really need a low rate. I do all my high speed precision with my 3D rate and that full 90 degrees of elevator! Ok, part of the secret is a generous 75% of exponential, but most of it is really because the planes are so good, and I just forced myself to learn to do it that way.

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Old 03-11-2012, 08:53 PM   #11
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Default Flight Edge 540T EXP__The 4s Report




Cool: Click on photos and they enlarge!





Well, here's another report that is going to be just a little bit different. In our last report, EXTREME FLIGHT Edge 540T EXP__The 3s Report , we ran so long that I had to split it up into a 3s report, and this 4s report, with set up and equipment information. I guess I got so carried away gushing about how well the Edge 540T EXP flies that there was no room for the other info.

And thusly, this is the 4s report. Ken is on a Caribbean cruise with his lovely wife, so we are two weeks away from having video, but for now, we've flown the plane and can report our findings. After the flying section, there is set up info and photos.



FLYING

EXP series planes were designed to be flown primarily on 4s batteries. Some guys don't like that much power, so the EXPs were designed to fly just as well on 3s, though they do fly differently. Pick your batteries based off the flight characteristics you are after.

For example, I love the Extra EXP being gentle and easy to fly on 3s, so I fly my blue one that way. But I also love the Extra to be fast and bad ass, so I built a red one to fly on 4s! The MXS, being it's own dog, is bad ass all the time, so it gets nothing but 4s all the time.

But, you get the idea: 3s is for relaxing run and easy 3D, while 4s is just for being badass.



While I immensely enjoyed my Edge 540T on 3s, I learned from the Extra 300 and MXS how 4s packs makes the EXP series planes come alive. Additional power does virtually the same things to all the EXP planes, so I am going to say much the same things as I did on the MXS 4s report.




Most obvious is blistering top end speed, but that works to make the Edge easier to fly because it locks itself hard into a solid groove. Almost all planes groove better at higher speeds, but the the massive throws and rearward CG you put on a 3D plane definitely works against smooth high speed flight. Part of where the EXP series shines is high speed smoothness and stability in spite of running a full tilt 3D set up. Most of the time I don't even bother with my rate switch when I move from 3D into a precision sequence. The EXPs are so smooth and solid that you can do precision on high rates. Since the EXPs are so stable, precise and groovy anyway, making these traits even more prevalent with 4s is a good thing.

For me it is hard to get used to a plane doing such excellent 3D, and then having no skittishness at high speeds. It's too good to be true, so at first it is a little spooky. It's so good that it must be a trap, and you are waiting for it to bite you ... but it never does.

At speed the EXP's are very much like the old AMA pattern planes that we used to fly at full tilt speed through all our maneuvers. They get up to speed and they don't want to change direction, as if they are flying on a giant, invisible rail. We like to say the airplane grooves, as if it is flying in a groove, and we like to say "locked in," and these terms very much apply to how the EXPs fly at higher speeds on 4s power. They are even pretty locked in on 3s too, but 4s puts them in another world. I have flown some planes that are pretty good at both ends of the speed spectrum, but the EXPs, to me, seem to be the best at both ends.


While the Edge powers out of a hover respectably with 3s, there is a definite rush to blasting out with devastating 4s authority. When you hammer the throttle it is almost like lighting off a D series Estes rocket. This kind of power is a little harder to handle in harrier and hover, but the flip side is that if you get it wrong, you have plenty of grunt to bail you out.

Finally, one of the big rushes of 4s power for me is the instant blinding acceleration. Part of the beauty of extreme aerobatics is the ballet of speed extremes, and the violence, suddenness and surprise with which you can go back and forth. For awhile we have been using hard rotation maneuvers to quickly dissipate speed and energy, but with Torque motors and newer higher discharge batteries, we are getting that speed back nearly as shockingly.

That, and a bad ass airplane is just plain fun.




SET UP

Having already built one Edge 540T EXP, two Extra EXPs, and two MXS EXPs, this plane didn't have any surprises for me. Every brand has it's own peculiar way of doing things, but I'll admit the EXP series is extremely similar to what I was used to from before. A lot of things are done the same way, and I believe even some of the hardware are the exact same pieces. This is good because it's all top of the line stuff.

Ailerons
The aileron linkage couldn't be any easier. Screw the ball links on both ends of the push rods and then bolt the ball links to the control horn and servo arm. I always use Dubro 2mm hardened allen bolts simply because I like the way they look.





In the only complication of the entire build, I had to snip approximately 1/16" off one end of each aileron push rod because they were too long. I like this because it means the threads are buried so deep into the ball links that it would be almost impossible for them to pull out.

By using the long single arm that comes with the HS65MG servo and cranking the end points on my transmitter, this is just the perfect amount of aileron for my flying style. This is the same on all three EXP series designs. I like them all set up exactly this way.

Elevator
One place we deviated from the manual on this build was using an HS85MG servo on the elevator. I was getting blow back and stalling on my first 48" Edge EXP. I believe airframe performance has increased to the point that in some cases the HS65MG servo is marginal. With the EXP series' huge elevators and big movements, we need a little more torque.

Since the 85MG is specified and works so well on the MXS, we decided to try that on my Extra EXPs. The HS85MG has worked out so well on all of those planes that I knew it was the right way to go on the Edge 540T as well.

We only had to trim the servo opening a little bit, but it was worth it because this is a big upgrade. One thing to be careful of is to remember the push rod is set up to be the right length for an HS65MG servo. If you just cut the servo opening forward, the whole servo is going to move forward, and with it, the servo arm. Then your push rod will be too short. I made this mistake on my first Extra EXP, and since, I have made sure I mark where the servo output shaft sits when I put an HS65 in the servo opening (fore/aft wise), and then I cut the opening so the servo output shaft on the HS85MG sits in the same place.




Another thing to be careful of if you choose to go with the 85MG servo, check the servo arm clearance to the stabilizer before you drill the holes. You may have to drop the servo down a bit so it doesn't hit. Ours fit, but it was close.

The HS85MG is only a slightly bigger servo, but it has got a lot more torque and will not stall on this plane. The HS85MG simply refuses to take no for an answer, and you get instant, full deflection even in moves like full throttle walls and terminal velocity parachutes. With the 85MGs greater torque, you will be able to get the most out of the Edge's outrageous elevator authority.

Again, ball links on both ends of the push rod gives you a nice, tight connection that is free of slop, but with smooth, drag free operation. First class set up.

Rudder
Dual Ball links on the rudder linkage gives a nice, smooth action and full travel, with excellent centering. As you can see, I got away with using the standard arm that comes with the servos.





Like this I didn't get a chance to try Extreme Flights' most excellent G10 servo arm extensions. I was a bit disappointed because they are simple, functional, well engineered and well made pieces. I always like to use stuff like that. I used one on my new MXS rudder servo, and it works perfectly and looks awesome.

Here is a close look at Extreme Flight's exclusive G10 servo arm extension. I used Durbo self tapping button head screws to attach the extension to the standard Hi Tech arm and then ran a bead of thin CA all the way around the arm to lock it down really tight. The kit comes with two of these, one for rudder and the other for elevator. These arms give you as much throw as you'll need to make the Edge stand up and bark.





As of this writing I am satisfied enough with the rudder response. The Edge 540T can do full throttle knife edge loops without needing full deflection, so I don't think I need any more. Initially I was worried about blow back simply because the rudder is so large, but I have a secret weapon in the new Airboss 45 ESC that now runs the servos on 6 volts. The little 65MGs scream their guts out on this much voltage and torque is much improved. I need a little more time to fly the plane and see what we have, but as of right now I don't see a need to change the rudder servo out for an 85MG.

Radio Installation
I really like the way the radio compartment is laid out in the EXP series, simply because it's easy to get a clean install. I put the receiver where the manual says, run the wires up through the slots cut in the tray, and always comes out perfect. Also notice how the braces on the formers make a nice little place to run the servo extension wires through. This keeps the wires from flailing around and beating themselves to death.

There is no scientific proof that a neat and tidy installation makes a plane fly better, but I sure feel better about it when the install comes out this clean.





Power System

Torque 2814
Using the Extreme Flight power system with Torque 2814 motor and Airboss 45 ESC makes for a clean installation. All EXP series aircraft are designed for use with Torque motors. The firewalls come pre drilled with blind nuts pre installed so the Torques bolt right no with no fuss. The cowlings also line right up perfect with these motors.





While the fact the planes were designed for these motors is reason enough to use Torques, you will also not find a smoother, more reliable power plant. We have been flying Torques exclusively for four years and they have been golden. I fly them extremely hard and they take the abuse with no problem. Some of my Torques are the original units I bought four years ago, but I swap them around so much I have lost track. Not that it matters....I'll put any Torque I own into a brand new plane and never give it a second thought.

Airboss 45 Elite ESC
We have a new secret weapon in the latest Airboss 45ESC. A while back Extreme Flight reprogrammed the Airboss to operate on 6 volts, meaning that's how much voltage is going to the servos. Before, the servos were getting approximately 5.22 volt, but bumped up to 6V, all the servos absolutely scream.

I have been saying for a while that airframe performance has made so many quantum leaps that the original HS65MG servo is getting close to being marginal. In addition to blowing back elevator servos in parachutes and such, high speed roll rate would suffer, and KE loops were dicey because of rudder servo stalling. Bumping the Airboss' voltage up to 6v has cured this problem.

Before, my KE loops were always a bit lame because I had no faith on the downside. In retrospect, I was stalling the rudder servo, and like that you can never be sure how much control you have. Now, with the 6V Airboss, my KE loops are round and low to the ground. My whole KE game has gotten better because I have a new found faith and control, due to the new Airboss.

Adding to the airboss' legendary "plug it in and fly" simplicity, it now comes with a Deans plug already installed! Truly, you just plug it in, put the cowling on and forget about it until the airplane is worn out. Then you just move it to a new plane and start over!

The Airboss 45 will run on 3, 4, and 5s battery packs, and it does it automatically. The Airboss auto detect feature knows how many cells your are running and adjusts the low voltage cut off accordingly.

Unchanged is Airboss legendary reliability. I have been torturing my new Airboss units without giving it a second thought. These are the only units we run on our 48" class planes. I also run these on my 40" class planes, because even little planes need reliability.

I am not sure how to tell the new 6 volt Airboss from older units outside of the wires for the switch are longer. This is presumably so you can mount them on the bottom of the EXP series plane's motor box (as called for in the manual) and still use the pre cut switch hole in the fuselage side.







Please check out my blog: Extreme Aviation
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Old 03-16-2012, 02:13 AM   #12
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Cool. At least I can get Utube to work..........


YouTube Video
ERROR: If you can see this, then YouTube is down or you don't have Flash installed.

On this plane I am running the HGi tec HS65MG all the way around, including the elevator. With the Airboss ESC's 6 volt BEC, there is plenty of servo speed and torque

Please check out my blog: Extreme Aviation
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