P-38 LIGHTNING R/C "PARK FLYER" AIRPLANE
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Somebody set up us the bomb.

P-38 Lightning R/C "Park Flyer" Airplane, retail $59.95 (www.historicaviation.com...)
Manufactured by Tuffoam™ R/C (www.TuffoamRC.com)
Last updated 08-25-12






Wel, thuh kompanie thaat maiks thuh Tuffoam™ P-38 Lightning R/C "Park Flyer" Airplane kant spel thuh werd "tough", but they still make an excellent product.

This isn't a flashlight, household lamp, Christmas light set, or other thing that glows, but since I love things that fly (also why I added a seperate section titled "PRODUCTS DESIGNED TO FLY" on my website), and because it has several LEDs in it to help you see it during those pesky night missions, I figured "what the hey".

This is a medium-sized (18" (45.7cm) wingspan), lightweight, easy-to-fly remote controlled airplane. It has two motors (not just one like many other R/C aircraft), and is steered by varying the power to each motor, not with an adjustable horizontal stabiliser like single-engine R/C airplanes (and most real airplanes for that matter) have. Its propellers have three blades, not two like most other R/C airplanes. And it has weels so it can take off from and land on hard surfaces such as sidewalks and unused streets. (Update 01-16-09): The following is from an email sent by a pilot; this person knows more about aircraft than I do.

I read a few of your RC aircraft reviews, and you have a pretty serious misconception stated at least twice in discussions of models with 2 motors: In full-sized aircraft or in RC, the horizontal stabilizer is NOT primarily involved in turning the aircraft. It does have a secondary role in turning, which I'll return to later. I have dabbled in RC aircraft a couple of times in my life (I'm essentially your age) and I also have a private pilot's license for full-sized aircraft, although I have not exercised that privilege since moving out of Colorado.

The first part of your misconception seems to be that the horizontal stabilizer controls horizontal movement. Not so.

There are three rotational movements: yaw, pitch and roll. Yaw is the horizontal displacement of the nose and tail about the vertical axis. Pitch is vertical displacement about a horizontal axis roughly aligned with the wing, and roll is vertical displacement of the wing tips about a horizontal axis roughly aligned with the propeller shaft.

The fixed horizontal stabilizers (the little wings usually at the back of the aircraft that stick out horizontally) and movable elevator attached to them (or the "stabilator" or "all-flying stabilizer" in the case of a single piece which moves in its entirety) control PITCH. Although this points the nose up or down, and so generally increases or decreases lift, it really controls airspeed: nose-up leads to slower airspeed and nose-down leads to higher airspeed. The aircraft's "state of trim," which depends more or less on the position of the elevator or stabilator, tends to maintain a constant airspeed, although the varying airflow with changing engine power off the propeller does affect trim speed somewhat. POWER translates into climb or descent: at a constant airspeed, more power means climb and less power means decent, and at a constant power more speed means descent and less speed means climb (until you reach the "region of reverse command," when induced drag increases so much that lower speed means MORE power is needed to maintain level flight, or in the most extreme case: when the wing stalls and a small decrease in speed leads to a loss of lift and RAPID descent). This is a common-sense situation: it takes more power to go uphill at a constant speed than downhill, whether in an airplane, car, bicycle or scooter. The lack of a solid hill doesn't really matter.

So, you probably really meant that the VERTICAL stabilizer (the fin sticking up at the back of the fuselage), which affects yaw, controls turning. This is also wrong, although not completely in the case of some RC aircraft. However, unlike in a surface vehicle, YAW, although it does slew the nose sideways, does not turn the aircraft in the sense of causing it to travel in a circular horizontal course. That is actually the result of ROLL, or banking. Rolling into a modest bank angle causes the lift vector of the wing to point sideways as well as up. The sideways force becomes a centripetal force that moves the aircraft in a horizontal circle. The only centripetal force provided by yaw directly is the vector of the engine's thrust resulting from the yaw angle, and except for military jets, the engine's thrust is WAY less than the force of the wing's lift, and is not enough to turn the airplane through a decent arc. (Other exceptions exist in 3D aerobatics, but I'm ignoring that.)

In fact, in a really well-designed airplane, the rudder is hardly needed to turn, and in RC aircraft, low performance planes with 2 channel control have rudder and elevator, but high performance 2 channel planes have aileron and elevator control. (Assumes either glider or constant-power engine/motor. Read as "3-channel" if you want a throttle control, too.) Low-performance models use yaw-roll coupling to let the rudder CAUSE the roll needed to turn the plane, usually via excess dihedral in the wing, but ideally, roll is controlled directly by ailerons. The problem is that ailerons cause roll by increasing lift on one wing, which raises that wing but also induces drag (lift is not free of cost) and slows it down. The wing going up needs to go faster, not slower, to go around the outside of the turn, so this causes "adverse yaw:" the plane tends to turn the opposite of the intended direction, at least while the roll is occurring (the effect becomes less, but not zero, while maintaining a constant bank angle). The rudder is primarily needed to provide a yaw force to offset this adverse yaw and lead to a "coordinated turn" in which there are no net yaw forces, also described as lack of slip or skid. (Deliberate slip is a another use of the rudder to increase drag on the aircraft, and skid can cause the fun/dangerous spin or snap-roll when combined with stall. Brief rolling motions with proper rudder use leads to a "Dutch roll" in which the heading of the airplane doesn't change while the wings rock back and forth. Look them all up if desired!) Older airplanes had lots of adverse yaw, and needed active footwork on the rudder control pedals to make a nice turn or good Dutch rolls, but more recent and more clever designs can make almost-coordinated turns with your feet off the rudder pedals, at least at average airspeed.

There IS an important roll of the horizontal stabilizer in turning: If you want to turn and simultaneously maintain constant altitude, you need to pull back on the stick (pitch the nose up) to increase lift, since as you roll the lift vector would otherwise be the same force. With part of the force directed horizontally, the aircraft would begin to descend unless lift increased, so total lift must increase by either more power (and more airspeed) or more pitch (and slightly reduced airspeed). The latter is usually chosen, so to turn an airplane properly, you use aileron to roll and simulanteously rudder to control adverse yaw, then as the bank angle increases, back stick to increase lift and maintain constant altitude. It's all much easier when you are in the aircraft and can FEEL the results vs. an RC model or flight simulator program, except the consequences of mistakes are worse.

It is a Tuffoam™ Power Plane, 8000 Series, distributed by Paul K. Guillow, Inc.

INFORMATION ABOUT THE P-38 LIGHTNING:
This is a replica of the Lockheed P-38 Lightning - an aircraft used by the United States military in (I believe) World War II.
The P-38 Lightning was a twin engine heavy fighter powered by two Allison in-line piston engines. The aircraft was the result of a US Army order placed in 1937 for a high performance aircraft capable of operating at high altitude.
Despite its size (wingspan 52 feet (15.849 meters), length 37 feet 10" (11.536 meters)), it had a crew of just one - the pilot.

This flying model is 1/35 scale - so it is larger than you might expect. It's not *HUGE*, but it isn't puny either.


SIZE



This toy is remarkably easy to use for an airplane...here's how to get it flying:

Assemble it (see the included instructional material - you really only need to install the landing gear {wheels}), screw the antenna into the top of the remote control, and as with any rechargeable product, charge the flight battery (see directly below) -- then you can pretend to fly a really large dragonfly (well, that's what the kitty cat would think it is if it were designed to be flown indoors).


Attach the ribbon to the remote control's antenna, extend the antenna, point the antenna straight up, and observe the ribbon. If the breeze blows the ribbon at less than a 45° angle, it is safe to fly.

1: On the remote control, turn the "on/off" switch to the "on" position.

2: On the bottom of the airplane's fuselage (body) in front of the battery door (very near the charger port), there's a black slide switch. Use a fingernail to slide this switch forward to the "on" position.

3: Hold the airplane (level, not pointed up or down) in one hand, push the left hand stick on the controller up (toward the front), and firmly but gently toss it straight forward.
Alternately, you may place it onto a hard (paved) surface with a decent length of clear space ahead, and attempt to get it to lift off - this may *OR* may not work however.

4: The motors should immediately throttle up, and the airplane should now begin to climb. Be certain to aim the remote control more or less up at all times; this will help to reach maximum range of the R/C.

For additional instructions & tips on how to fly, please read the instructional material that comes with the product.

Turn the airplane and remote control off when finished using them.
Same switches as before, but slide them in the opposite direction this time.



The battery in the airplane itself is rechargeable; however the batteries in the remote will need to be changed from time to time.

To change the batteries in the remote, turn the unit upside-down, place both thumbs on the texturised areas near the top of the battery door, and firmly push toward the bottom edge of the remote. The battery door should then come off. Very gently place it on the ground, and kick it into the garden so the hungry, hungry praying mantids will think it's something yummy for their insect tummies and subsequently strike at it...O WAIT!!! YOU'LL NEED THAT!!! So just set it aside instead.

Remove the eight used AA cells from the compartment, and dispose of or recycle them as you see fit.

Insert eight new AA cells into the compartment, orienting each cell so its flat-end (-) negative faces a spring for it in each chamber.

Finally, place the battery door back on.
Aren't you glad you didn't kick that battery door into the garden with all those hungry, hungry praying mantids now?


Here is what a praying mantis looks like.
I found this guy on the morning of 09-08-06 clinging to the basket of my scooter.


To charge the flight battery in the airplane itself, plug one end of the included charger cord into the right-side jack on the bottom edge of the remote control, plug the other end into the receptacle for it on the underside of the airplane's fuselage (body), and slide the switch near the center of the remote control's upper surface downward (away from the antenna).

A red LED on the control should start to slowly blink. When this light stays off, the airplane's battery pack is charged: Unplug the charger cord from the airplane and from the remote, and slide the switch on the remote to the center position.

The flight time per charge is stated at "over 5 minutes".




The P-38 Lightning R/C "Park Flyer" Airplane is meant to be used as a toy in a dry area outdoors, not as a flashlight meant to be carried around, rained on, thrashed, trashed, and abused, so I won't try to drown it in the toilet tank, bash it against a steel rod or against the concrete floor of a patio, let my sister's citty kats go to the litterbox on it or let my parent's big dog's ghost lift his leg on it, run over it with a 450lb Celebrity motorised wheelchair, leave it outside in the rain, stomp on it, pee on it, use a medium claw hammer in order to bash it open to check it for candiosity, fire it from the cannoñata, drop it down the top of Mt. Erupto (I guess I've been watching the TV program "Viva Piñata" too much again - candiosity is usually checked with a laser-type device on a platform with a large readout (located at Piñata Central), with a handheld wand that Langston Lickatoad uses, or with a pack-of-cards-sized device that Fergy Fudgehog uses; the cannoñata (also located at Piñata Central) is only used to shoot piñatas to piñata parties away from picturesque Piñata Island, and Mt. Erupto is an active volcano on Piñata Island), send it to the Daystrom Institute for additional analysis, or perform other indecencies on it that a flashlight might have to have performed on it. So this section of the web page will be ***SIGNIFICANTLY*** more bare than this section of the web page on a page about a flashlight.

The remote control's maximum range is stated as 150 feet.
The frequency of this particular unit is labelled as 27.045MHz.
They are available in two frequencies: 27.095 MHz or 27.045Mhz, so you can fly with a wingman.

There is a long, thin white wire coming from the back of the airplane; ***DO NOT*** pull, cut, or otherwise remove it!!!
This is the airplane's antenna, and it is absolutely necessary for the wire to be intact for the airplane to maintain contact with the remote control!!!



Photograph of the remote control.



Photograph of the LEDs on this airplane, illuminated of course.
This is as the airplane is facing you.


Spectrographic analysis
Spectrographic analysis of one of the forward (white) LEDs in this airplane.


Spectrographic analysis
Spectrographic analysis of the rear (red) LED in this airplane.


Spectrographic analysis
Spectrographic analysis of one of the forward (white) LEDs in this airplane; newer spectrometer software settings used.


Spectrographic analysis
Spectrographic analysis of one of the forward (white) LEDs in this airplane; spectrometer's response narrowed to a band between 430nm and 480nm to pinpoint native emission peak wavelength, which is 451.199nm.


Spectrographic analysis
Spectrographic analysis of the rear (red) LED in this airplane; newer spectrometer software settings used.


Spectrographic analysis
Spectrographic analysis of the rear (red) LED in this airplane; spectrometer's response narrowed to a band between 650nm and 690nm to pinpoint peak wavelength, which is 666.951nm.


Spectrographic analysis
Spectrographic analysis of the red LED in the remote control.

USB2000 Spectrometer graciously donated by P.L.


ProMetric analysis
Beam cross-sectional analysis (white LEDs).


ProMetric analysis
Beam cross-sectional analysis (red LED).
Images made using the ProMetric System by Radiant Imaging.



WMP movie (.avi extension) showing the P-38 lifting off, flying for a short duration, & then subsequently crashing in a Sacramento park.
I need to adjust the trim; it should then fly much better.
It wasn't designed to lift off on its own either; it was meant to be hand-launched.

This clip is approximately 2.772 megabytes (2,984,976 bytes) in length; dial-up users please be aware.
It will take no less than fourteen minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Flight number two", in the same manner as the speech synthesizer in the
coin-op arcade video game ''Looping'', followed by the airplane lifting off, flying, and crash-landing.

I really did have a "flight number one", but it shows the
studly little vaccume...er...airplane crashing even sooner.

(Update 11-26-08): I had a truly *FANTASTIC* flight yesterday morning;
adjusting the trim as directed in the instructional materials was
just what the doctor ordered, as they say.



Aerial view of Riverview Park, where I've made
all flights of this airplane to date (12-07-08).






And here are two photographs of the park I've made all Sacramento flights in.
The first one is the paved area I can take off from.
The second shows the wide open, treeless space I can fly in after liftoff.


WMP movie (.avi extension) showing the P-38 lifting off and flying in a baseball field in Federal Way WA. USA.
This flight was made late on the morning of 06-09-09.

This clip is approximately 8.9122 megabytes (8,980,138 bytes) in length; dial-up users please be aware.
It will take no less than forty four minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Flight number forty seven", in the same manner as the speech synthesizer in the
coin-op arcade video game ''Looping'', followed by the airplane lifting off and buzzing around for awhile. The airplane flies out of the frame fairly quickly, but you can judge how long it was in the air by the duration of this video ~28 seconds).



This is a screen dump (yes, it's really called that) of the video showing the airplane shortly before liftoff.



And this is the baseball field I made the above flight in.


WMP movie (.avi extension) showing the P-38 taxiing and failing to lift off the ground.
This flight attempt was made late on the morning of 06-15-09.

This clip is approximately 2.60112 megabytes (2,659,088 bytes) in length; dial-up users please be aware.
It will take no less than fourteen minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Flight number twenty one", in the same manner as the speech synthesizer in the
coin-op arcade video game ''Looping'', followed by the airplane accelerating on the ground, but failing to lift off.

This is the first time that this particular aircraft has failed to lift off, and I can only think of two possible explanations.

1: The flight battery may have been in a partial State of Euphoria...er...uh...state of discharge (there I go thinking about the metal band Anthrax again!)
2: The unit itelf may have become slightly deformed during my ~2.10 miles (3.380km) trip from here to the park in the basket of my electric wheelchair.

So needless to say, I'll be attempting another flight in the very near-future.


WMP movie (.avi extension) showing the P-38 flying after being hand-launched.
This flight was made late on the morning of 06-16-09.

This clip is approximately 4.19870 megabytes (4,236,654 bytes) in length; dial-up users please be aware.
It will take no less than twenty one minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Flight number sixty four", in the same manner as the speech synthesizer in the coin-op arcade video game ''Looping'', followed by the airplane buzzing around the park and eventually landing rather hard.

The airplane was hand-launched even after being fully charged with known-new AA cells in the controller cum charger, and the trim adjustment was made to place the airplane's battery pack as close to the tail as possible. This product was not intended to take off from the ground in any case, so I do not consider this a fault - "not no way, not no how" as they say.


WMP movie (.avi extension) showing the P-38 flying after lifting off by itself.
This flight was made late on the morning of 06-16-09.

This clip is approximately 5.28640 megabytes (5,385,446 bytes) in length; dial-up users please be aware.
It will take no less than twenty seven minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Entering sector seven point zero" in the same manner as the speech synthesizer in the coin-op arcade video game ''Star Trek'' {it's supposed to be Mr. Spock saying this}, then say "I mean...flight number seventy", in the same manner as the speech synthesizer in the coin-op arcade video game ''Looping'', followed by the P-38 lifting off by itself and buzzing around in a baseball field.


WMP movie (.avi extension) showing the P-38 flying after being hand-launched.
This flight was made late on the morning of 07-04-09.

This clip is approximately 7.89941 megabytes (7,995,418 bytes) in length; dial-up users please be aware.
It will take no less than thirty eight minutes to load at 48.0Kbps.
I cannot provide it in other formats, so please do not ask.

In this clip, you can hear me say "Entering sector ten point three" in the same manner as the speech synthesizer in the coin-op arcade video game ''Star Trek'' {it's supposed to be Mr. Spock saying this}, then say "I mean...flight number one hundred three", in the same manner as the speech synthesizer in the coin-op arcade video game ''Looping'', followed by the P-38 buzzing around in a baseball field after being hand-launched.

There will *NOT* be a picture of the P-38 R/C "Park Flyer" Airplane in a toliet because it flies so well!!!




I cannot provide any of these videos in other formats, so please do not ask.
ALL OF THE OTHER FLIGHT VIDEOS HAVE BEEN MOVED TO THEIR OWN WEB PAGE
SO THAT THIS WEB PAGE WOULD NOT BECOME TOO CUMBERSOME!!!












TEST NOTES:
Test unit was purchased on the Historic Aviation website on 06-14-08, and was received at 7:02pm PST on 11-20-08 (it was seriously backordered; that's why the lead time was so long!)

Product was made in China.
A product's country of origin really does matter to some people, which is why I published it on this web page.


UPDATE: 12-09-08
I had another ***FANTASTIC*** flight this last Sunday, but the landing (in unmowed grass and clover) was a bit rough, and the front landing gear (a wheel on a formed metal stem) came off and subsequently became lost. I looked around the "crash site" for quite some time (and on three seperate occasions), and still no joy. I now suspect that the wheel may have fallen off while the airplane was in flight, and I'm not going to scour every square inch of at least 1/4 of the medium-sized park I was flying it in when the weel fell off. So I contacted Tuffoam™ R/C in an attempt to obtain a replacement.

Here is a photograph showing exactly which landing gear fell off:


Note the missing landing gear under the nose of the aircraft.


UPDATE: 12-10-08
I received a reply from customer service at Tuffoam™ R/C yesterday morning; this is what they wrote:


Hello Craig,

First I have to ask you a few questions, Is this a Guillow's 8000 Series? Where did you purchase it from?
How much did you purchase it for? I would need the upc number from the box.

{name withheld to protect her privacy}



And the following was my reply:



Good morning {name omitted to protect her privacy},

I no longer have the box (that would have the UPC number); it was discarded soon after receipt of the product, as my stepmother (whom I live with mainly for financial reasons) insists that product packaging is to be discarded ASAP after products are received. :-(

According to the instructional materials, it is a "Tuffoam™ Power Plane", distributed in north America by Paul K. Guillow, Inc.; and it is indeed an 8000 Series.

It was purchased on the Historic Aviation website at http://www.historicaviation.com/historicaviation/product_info.po?ID=15040&product=Models+and+Kits&category=flying&subcategory=277 at a cost of $59.95. I placed the order on 06-13-08, but did not actually *RECEIVE* it until the evening of 11-20-08 because it was backordered multiple times.

The URL to it on my own website is /seventee/p-38.htm

If you require any additional product photographs not shown on my website, please don't hesitate to ask for them.

With some measure of good fortune, this is sufficient information with which to work with here. :-)

--
Best regards,
Craig Johnson
http://www.ledmuseum.org
ledmuseum@gmail.com
--



Although I told her the first three pieces of information quite readily; I no longer have the packaging materials (box) it came in (necessary to furnish her with the UPC code), as my stepmother (whom I live with for mainly financial reasons) insists that I discard product packaging ASAP after receipt of product.
Hopefully though, enough information was provided that I can receive the correct front landing gear for this airplane.


UPDATE: 12-17-08
On 12-10-08, I received another reply from customer service at Tuffoam™ R/C, containing only the following text:

""

My guess is that the original reply somehow became mangled in transit.


UPDATE: 12-18-08
I was emailed by customer service yesterday that a set of replacement landing gear is now going to be sent to me!!!


UPDATE: 12-18-08
No, you aren't seeing things.
Yes, a same-day update.
I have been told that the landing gear are now officially in the mail, so I ought to be flying again well before I move to Washington state on the 30th of this month!!!


UPDATE: 12-21-08
The landing gear came in yesterday's mail; I wasted no time in repairing my airplane with them.


UPDATE: 06-09-09
I may be able to make a flight later today; I found what looks like a park using Google Earth last night.
If successful, I'll post an update (possibly including another video clip) within the next couple of days.

Looks like that "park" is a couple of baseball fields...from Bing Maps, comes this:




UPDATE: 06-11-09
I had a number of *VERY* successful flights late on the morning of 06-09-09; a video clip shown above gives an example of one of the flights.


UPDATE: 06-28-09
I had successful flights yesterday even after noting that the right horizontal stabiliser (tail) had become partially broken before any flights took place; this was a very quick and easy fix with some white glue (similar in composition and odour to Elmer's Glue) shortly after arriving home. I brought the P-38 along when I made flight attempts of the Flightmaster R/C Airplane just so that I'd have something in the air.


UPDATE: 06-30-09
After repairing the tail, I flew it to test the repairs.
Needless to say, it flew quite well.


UPDATE: 07-03-09
It became broken again - but not the tail. While flying it late on the morning of 07-01-09, a gust of wind blew it - ***HARD*** - into the grass, causing its tail booms to break in three places (see photograph directly below).
However, because the tail booms are reinforced with steel rods, I made repairs rather quickly and easily with white household glue.




UPDATE: 07-06-09
I took it out for a flight late on the morning of 07-04-09; the repairs I made indeed held; though I think the vertical elevator (tail wing) is oriented slightly downward from its pre-repair state - the airplane appears to have some trouble gaining altitude. I *MAY* be able to repair this with a length of fine wire (piano wire) however.

See the video clip father up this web page to view this flight.


UPDATE: 07-15-09
I made some modifications to allow for slighly more vertical elevator; Monday's flights were mainly successful - though it was a bit too windy to really tell for certain. :-)


UPDATE: 07-17-09
I made some more flights the morning before last; I flew the P-38 Lightning just for the H-E-Double-Bendy-Straws of it.
Needless to say, it performed quite admirably.


Here's where it landed on its latest flight (this is inside the dugout - it actually flew through the open doorway of the fenced-in dugout to end up here!!!)...note the garbage can nearby - as you can see, it was very easy to retrieve the airplane from this fence.


UPDATE: 07-20-09
I made some more flights the morning before last; I flew the P-38 Lightning just for the H-E-Double-Bendy-Straws of it - just like you see in my 07-17-09 update directly above.
Needless to say (do I *REALLY* have to?), it performed quite admirably.


UPDATE: 07-23-09
I flew it yesterday morning just for Christ sakes...nothing to see here folks, you may move along now.
The repairs I performed on the tail booms did fail after a hard landing (during a flight taken after the latest video on YourTube was made), but I believe they are rather easily re-repairable.


UPDATE: 08-03-09
I flew it on 08-01-09 just so I'd have something in the air when I flew my Estes Flightmaster R/C Airplane; turns out that I'm glad that I brought the P-38...my Flightmaster had a busted prop, so I aborted the flight before even taxiing it. Please see the YourTube video above to see how this flight went and read about how much better the very next flight went.


UPDATE: 09-16-09
I flew it yesterday just for the H-E-Double-Bendy-Straws of it; please see the 09-15-09 video above to see how the flight went.





PROS:
Flies *EXTREMELY* easily!
Flies *EXTREMELY* well too!!!
Trim adjustment is easy (just reposition flight battery and a small square of styrofoam)


CONS:



    MANUFACTURER: Tuffoam™ R/C
    PRODUCT TYPE: Remote controlled airplane
    LAMP TYPE: 5mm LED
    No. OF LAMPS: 3 (2 white, 1 red)
    BEAM TYPE: N/A
    SWITCH TYPE: Slide on/off on bottom of product's fuselage
    CASE MATERIAL: Plastic & compressed foam
    BEZEL: N/A
    BATTERY: 8xAA cells (remote), 7.2 volt 150mAh NiMH rechargeable (airplane itself)
    CURRENT CONSUMPTION: Unknown/unable to measure
    WATER- AND PEE-RESISTANT: Very light splatter-resistance at maximum
    SUBMERSIBLE: NO WAY HOZAY!!!
    ACCESSORIES: NiMH flight battery, wind ribbon, charge cable
    SIZE: 18" (45.7cm) wingspan
    WARRANTY: Not specifically stated (reads "reasonable amount of time")

    PRODUCT RATING:

    R/C ratingR/C ratingR/C ratingR/C ratingR/C rating





P-38 Lightning R/C "Park Flyer" Airplane * www.historicaviation.com...






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