Flying RC: Deeper Dives
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State of the Hobby News-AMA-FCC doings etc.
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Operating the Sticks; Options to Consider
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Adjusting the Transmitter Feel
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Control Reversal
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3D flying control stick movements: video
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The Story of Phil Benedict; SSF member
FCC Public Notice DA 25-1086On
Monday, December 22, 2025,
The Federal Communications Commission (FCC) released DA 25-1086, stating the addition of all uncrewed aircraft systems (UAS) and UAS components produced by foreign entities onto the list of items banned for posing an “unacceptable risk to the national security of the United States or the security and safety of United States persons.” This concerning news reached AMA and other airspace stakeholders quickly after its release. It appears that this prohibition does not affect existing UAS or UAS components that have already been authorized prior to December 21 or outlaw their use.
However, because virtually all model components are manufactured abroad, this security restriction would have huge implications for both the hobbyist and commercial airspace industries moving forward. It should be noted that this determination was made on December 21 and released to the public on December 22, leaving airspace industry stakeholders without any warning.
AMA had previously submitted public comments in early March to the Bureau of Industry and Security that were related to this topic, giving multiple recommendations to ease restrictions on the hobbyist community. However, the FCC and the Public Safety and Homeland Security Bureau (PSHSB) have made this determination through pre-existing mechanics in the 2025 National Defense Authorization Act, side-stepping the typical public comment period and advanced notice that stakeholders would usually receive.
The AMA has already begun engaging with the FCC and congressional offices to address this issue, alongside other industry stakeholders who have fought against broad component bans and advocated for definition changes to the generic use of “UAS” to give relief to recreational modelers from similar security enforcements and regulations. We expect that the timing of this release was intentional because all congressional offices are closed for the holidays, and many federal agency employees are taking time off.
The document indicates a possible pathway for exemption or other authorized relief, but no major updates will be expected until the new year. AMA will keep members updated on all developments about this topic as we gain new information. To remain current with the most recent government-related news, regularly visit the AMA Government Affairs blog.
If you have questions or concerns, contact the Government Affairs department at (765) 287-1256, or amagov@modelaircraft.org.FCC Link: https://docs.fcc.gov/public/attachments/DA-25-1086A1.pdf
Information from the Albuquerque Radio Control Club and AMA.
Grasping the Stick.
Did you know there are two popular ways to grasp the controller sticks? The videos below discuss two common methods. Which one is best for you?
1. The most popular style, thumb on top of the stick, seems like the most natural position. The pilot places the thumb on the top of the stick and relies on the flexibility of thumb action to move the stick precisely in any direction. The advantage of this style is faster stick movement and the ability to move the stick rapidly to its extreme right-left or up-down travel stops.
The disadvantage is that it can make it more difficult to fly the plane with precision. Why? Because when learning to fly, it can be hard to sense when the stick is in the center or neutral position. Performing precise and beautiful aerobatic maneuvers often requires the stick to be moved precisely horizontally or vertically moving the plane in only one axis at a time. It takes practice. Yes, some maneuvers require the stick to be moved in a diagonal to produce two- or even three-axis movement.
2. Using the thumb and index finger method, the pilot places the tip of the thumb on the grip below the top of the stick bottom and places the bottom of the index finger on the top side of the grip. This positioning means that the stick is held securely and movement is sensed by thumb and finger sensors.
The advantage of the thumb-squeeze method is that the pilot is more likely to feel the motion and position of the stick while flying. After experimentation, I found that using the thumb only on the left stick for quicker and wider (rudder and throttle) adjustments and the thumb and index finger on the right stick (aileron and elevator) gave me the easiest and most precise control of the airplane.
Customize your radio feel.
1. Improve your flying by customizing the stick length to suit your reach.
2. The spring tension on your sticks can usually be adjusted. Beginner pilots may find a stronger tension setting is better.
Moving the Sticks; Options
The first and most popular is a continuous push-pull motion using a thumb on the top of the stick. The advantage of this style is realizing faster stick movements and obtaining a better ability to rapidly move the stick to its extreme right-left or up-down travel stop.
The disadvantage is that it makes over-controlling your plane more likely for beginners. Also, the stick position and movement direction as sensed by the thumbs only making a single point of contact with the stick makes it very difficult to precisely know the exact direction and distance you are moving the stick as you fly. Precise stick movement is essential to feeling in control of your airplane.
Using an index finger-thumb squeeze on the stick, the pilot bumps the stick in the proper direction to provide a flight control input to the airplane.
The advantage to the squeeze and bump method is that smaller corrective inputs are sent to the aircraft and the pilot has more time to react and add more bumps or an opposite-direction stick bump when needed to guide an aircraft safely and precisely.
Better Banking by Bumping
Not talking here about 3D flying. But recommending that novice RC flyers learning to fly, try the bump method of sending the airplane small commands.
Wiring the Brain for the "RC Reversal Conundrum"
RC Learning Rule, #1; Drive first, fly later. Why? There is one control skill that is absolutely essential to being successful from the get-go in RC operation. That is sending the vehicle correct directional control commands, whether the airplane or ground vehicle is traveling toward you or it'si moving away from you.
Beginning pilots must understand this apparent control reversal from the first flight onwards. One way to learn apparent directional reversal control quickly and easily is to drive an RC car before your first flight. When you are proficient at driving straight away turning and then coming back toward you, then first RC flight will be easier and more successful.
If you do not have access to an RC vehicle, it will work just as well to practice taxing your airplane away and toward you. In learning how to takeoff an airplane you must command the plane to move on the path you desire.
To help avoid the confusion of control reversal, face parallel and in the direction the plane is flying.
One more tip to help with "Reversal". Try rotating your body while operating the RC controller in such a way that you face parallel and in the direction the plane is flying. This means that when the plane is flying toward you, you are standing in such a way that you rotate your neck and look back at the airplane as it moves toward you.
When it passes by, maintain your body stance and rotate your head to see where the plane is now going. Rotating your head not your body will mean that left and right commands will make sense.
If you stand with your body facing toward an oncoming plane, the right and left command movement of the transmitter stick will seem reversed and may be quite confusing for a while until your brain learns to make the correct stick movement automatically.
Ever wonder what the fingers are doing on the control box to fly 3D maneuvers? Click the orange link below to see a YouTube video posted by Precision Aerobatics that gives you a good idea. Happy Flying!
The Story of Phil Benedict
Phil Benedict of Gardnerville, Nevada, has a remarkable imagination, relentless creativity, and an uncanny ability to see possibilities where most of us see a finished airplane. What Phil has done with the humble Aeroscout is something you could attempt yourself—and end up with one of the most talked-about aircraft at the flying field.
One night, when Phil probably should have been sleeping, he was instead thinking about flying—Aeroscouts in particular. He began wondering whether it was possible to bind more than one Aeroscout to the same standard transmitter that comes with the aircraft.
Curiosity led to experimentation. Phil placed three Aeroscouts and a Carbon Cub on his workbench, bound them all to the same transmitter, connected batteries, and moved the rudder stick. Every rudder moved together. Then the ailerons. Then the elevators. He described it as watching synchronized swimmers—multiple aircraft responding perfectly in unison.
That discovery sparked something bigger. Without diving into formulas or engineering theory, Phil decided to see if two Aeroscouts could be physically joined and flown as a single aircraft. Using intuition, estimation, and plenty of shop time, he glued two Aeroscouts together, fitted them with three-blade props, and created what he now calls the Dual Aeroscout. It flies fast, tracks solidly, and—true to Phil’s attention to detail—even the decals line up.
Not stopping there, Phil used leftover wing sections from the Dual Aeroscout project to create another variation. By attaching staggered wings beneath a standard Aeroscout fuselage, he produced a biplane configuration. Careful attention to wing incidence was required, but once dialed in, it flew beautifully. Phil named this creation the Bi-Polar Aeroscout.
Then things got faster. Phil replaced the stock motor on an Aeroscout with a ducted-fan motor, requiring additional ventilation and a switch to a 4S battery. After that success, he went even further—joining two Aeroscouts together and installing dual electric ducted fans. The result was a blisteringly fast jet-like aircraft that not only looks the part but sounds like one too. Extra cooling and 4S power were again required to keep things under control.
Still not finished, Phil added a second Aeroscout motor to the nose of a standard airframe, creating a “push-me, pull-me” configuration with motors both fore and aft. This setup requires two receivers and two ESCs, with both motors spinning in the same direction. And yes—he kept going.
Phil next built a tail-dragger Aeroscout using the optional kit, complete with oversized balloon wheels. The altered tail stance changes the wing incidence and noticeably improves takeoff characteristics, giving it a bush-plane feel. Which raises the obvious question: what happens when Phil runs out of Aeroscouts?
What’s next—a four-engine version? Stay tuned.
When you meet Phil at the flying field, you’ll learn that his favorite movie is Flight of the Phoenix, and that he’s been flying RC aircraft since 1979. An early AMA member, Phil started with stick-built nitro planes and spent seven years flying with the Hemet Model Masters in California, where he also served as an instructor. Life eventually pulled him away from the hobby, and he took a 30-year break from RC flying.
In 2023, Phil stopped by the SSF flying field in Gardnerville and joined our club. The AMA even located his original membership number and reinstated it. To get back into the air, he initially purchased a glider—still waiting for its maiden flight—followed by a Carbon Cub and, of course, an Aeroscout. As Phil puts it, the Aeroscout was inexpensive and ready to fly.
Like many returning pilots, Phil noticed that reflexes fade with time, and you can’t simply pick up where you left off. Fortunately, modern radios equipped with Spektrum SAFE technology make re-entry into the hobby far more forgiving. So far, Phil’s record stands at nine surviving Aeroscouts out of ten purchased.
For the Dual Aeroscout, Phil carefully measured wing geometry and determined that the center wing section between the two fuselages needed to be exactly nine inches wide—what he calls “the magic number.” This allowed the wings to join without interfering with the ailerons. The landing gear was joined by flattening and stacking two gear components and bolting them together.
The best part? The Dual Aeroscout can be returned to two completely independent aircraft simply by removing the center wing section and the landing-gear joiner. Phil did add one non-standard component: an 18-inch spar that runs continuously through the left wing, center section, and right wing to provide added strength.
When the Dual Aeroscout was completed, the center of gravity was spot-on. On its maiden flight, it flew straight and level on the very first lap—no trim required.
That’s Phil Benedict: proof that imagination, curiosity, and a well-used workbench can turn a simple trainer into something extraordinary.
