;e main landing gear shows its simple, rugged
installation. Wheel pants add a touch of class and
help minimize drag.
With classic pylon-racer looks, eye-catching color scheme, and dazzling flight
performance to boot, the Phoenix Model Outrageous is a wonderful choice
for sport-scale fun! Whether you prefer to fly speed passes of the field or an
aerobatic circuit like a Red Bull racer, the choice is yours. Electric or glow,
blistering fast or scalelike slow, the Phoenix Model Outrageous will not
secondary firewall fixed to the primary firewall
with stando;s. Again, all necessary hardware is
provided in the kit. ;e trickiest part of mounting
our ElectriFly RimFire . 46 was assembling
the secondary firewall, which is as simple as
laminating three pieces of plywood together.
Although assembly was by no means
di;cult, I did find it necessary to deviate
from the instructions during tail assembly.
;e horizontal stabilizer slides sideways
into a groove at the rear of the fuselage. ;e
procedure outlined in the manual calls for epoxy
to be applied to the top and bottom of the
stabilizer-mounting area in the fuselage, after
which the stabilizer is slid into place. ;ere is no
way to slide the stabilizer into position without
getting epoxy all over the covering. I decided,
instead, to assemble and align the stabilizer and
glue it in place with CA. If the model is to be glow
powered and you prefer to use epoxy to fix the
stabilizer in place, I would suggest masking o;
1/8 inch above and below the joint between the
fuselage and stabilizer and applying a small fillet
of epoxy between the strips of masking tape.
A Brief History of Formula 1 Air Racing
Glenn Curtiss, with his
victory in Reims at the
blistering pace of 46mph,
threw down the proverbial
gauntlet to speed-minded
aviators around the world.
Four years later, in the last
Gordon Bennett Cup held
prior to World War I, the
winning speed had improved to 125mph! Air racing before and immediately following
WW I was largely the game of “shade tree” aviators. These men and women often built
their own aircraft or modified existing engines and airframes to quench their thirst for
speed. As more ex-military machines began showing up on the racing circuit, it became
more difficult for the average race pilot/mechanic to remain competitive.
In 1936, a new race class was proposed to level the playing field. This class was
known initially as “midget racing,” and all competitors needed to comply with specific
design specifications to be legal for competition. Present Formula 1 rules limit engine
displacement to 200ci, require a minimum wing area of 66 square feet, and an empty
airframe weight of at least 500 pounds. All aircraft must have fixed landing gear and a
fixed-pitch propeller. Aircraft race around a 3.19-mile oval course. Some classic designs in
the F1 style are Art Chester’s Jeep and Steve Wittman’s Bonzo. More modern recognizable
designs include the Cassutt Special, Sharp Nemesis, and Shoestring. There also exists a
full-scale Outrageous F1 racer, which is France’s first Formula 1 entry since 1936!
During radio installation, I also found it
necessary to modify the rudder horn. Because
the rear fuselage is markedly wider than the
rudder itself, the standard control horn hit the
fuselage during right-rudder input and did not
allow full rudder deflection. ;e control horn was
easily modified with a Dremel sanding drum to
increase clearance as shown in the photos.
IN THE AIR
Flight testing was conducted on a beautiful
early-spring morning with clear skies and light
winds. After the first two attempts resulted in
mild nose-overs, the Outrageous was given a
firm push at full throttle and o; into the wild
blue she went! ;e power system had plenty of
oomph to replicate the “go fast, turn left” flight
pattern of a full-scale F1 racer.
GENERAL FLIGHT PERFORMANCE
Stability: ;e wing’s NACA airfoil (although the
manual does not list the specific airfoil number)
gives the airplane smooth tracking through the
entire flight envelope.
Tracking: Once trimmed for level flight, the
Outrageous is very smooth and predictable.
Aileron and rudder response is crisp, but elevator
response gets slightly mushy at slow speed.
Aerobatics: I always conduct test flights
with standard control-surface throws as
recommended in the manual with no dual
rates. Even with standard surface throws,
Outrageous corners very well and can make
tight but scalelike turns, as a pylon racer should.
Loops, rolls, Immelmann turns, stall turns, and
Cuban-8s are all within this airplane’s capability.
Programming dual rates and expo should
significantly expand the aerobatic capability of
Glide and stall performance: Being an aerodynamically clean and e;cient design, the
Outrageous is happy at any speed. We flew
the airplane in tight circles in both directions at
relatively slow speed, and it showed no signs
of the deadly tip-stall. ;e wingtip design
assuredly helps in this area. During landing
approach, speed must be maintained as the
elevator gets proportionally less e;ective
as speed is reduced. ;e addition of a little
power just before touchdown will help with
If flying from a grass field, full up-elevator should
be held during the initial takeo; roll to keep the
airplane from nosing over. Due to the relatively
small surface area of the elevator, it would be
prudent to program dual rates and expo for the
first flight to give the pilot the option of having
more elevator control available, just in case.
;e tailwheel installation
provides good shock
absorption for unpaved
PHOENIX MODEL OUTRAGEOUS ARF