Although not the first to try and build a DIY solar-powered remote control airplane, [ProjectAir]’s recent attempt is the most significant one in recent memory. It follows [rctestflight]’s multi-year saga with its v4 revision in 2019, as well as 2022’s rather big one by [Bearospace]. With so many examples to look at, building a solar-powered RC airplane in 2024 should be a snap, surely?

The first handicap was that [ProjectAir] is based in the UK, which means dealing with the famously sunny weather in those regions. The next issue was that the expensive, 20% efficient solar panels are exceedingly fragile, so the hope was that hot-gluing them to the foam of the airplane would keep them safe, even in the case of a crash. During the first test flights they quickly found that although the airplane few fairly well, the moment the sun vanished behind another cloud, the airplane would quite literally fall out of the sky, damaging some cells in the process.

For the final revision, a storage battery was picked, which got charged with an MPPT charger. The airplane itself was changed to be as low-drag as possible, with 60 photovoltaic (PV) cells stuck to its wings. This resulted in the somewhat spindly, swept wing, tail-less pusher design. After debugging a fun issue with EMI from the motor and the navigation module a test flight could be performed, which had the airplane autonomously keep a fixed course. That’s when everything went horribly wrong.

During the subsequent crash investigation, it was found that a total power loss occurred, due to the MPPT charger overcharging the battery, possibly due to a shared ground with the PV cells. Simultaneously, likely due to rushing the testing as bad weather was incoming, the backup battery on the controller was not installed, resulting in the airplane plummeting once primary power ran out. Fortunately, all of these are fixable issues, while providing a learning experience at the cost of an RC airplane and the PV cells that got destroyed in the crash.

Perhaps most importantly, this shows that even if much of building one’s own PV RC airplane in 2024 is just sticking off-the-shelf modules together, there’s no substitute for good engineering, not to mention assembly & pre-flight checklists.

Once upon a time, RC planes were expensive models that took months to build and big money to equip with electronics. Since the 20th century though, powerful batteries have become cheap, as have servos and radio controllers. Combine them with a bit of old packing material and you can get a little RC trainer up and running for peanuts, as [Samm Sheperd] demonstrates.

[Samm] started referring to this as the “$5 trainer,” though he admits that it will cost more than that if you don’t have some bits and pieces laying around. He demonstrates how to cut cheap foamboard with a hot guitar string, and how to form it into a viable wing. That’s the most crucial part, with the fuselage and tail surfaces relatively simple by comparison. With that complete, it’s as simple as bolting on a motor, some servos, and control horns, and you’re up and running. You can even whip up a landing gear if you’re so inclined! Then, figure out your center of gravity, get it right, and then you’re pretty much ready to fly.

It’s a great primer on how to build a basic RC model, and if you do it right, it should have pretty forgiving handling, too. Plus, it’s so cheap that it should be easy to repair if you crash. Happy modelling! Video after the break.

[Hans Rosenberg] knows a thing or two about RF PCB design and has provided a three-part video demonstration of some solid rules of thumb. We will cover the first part here, and leave the other two for the more interested readers!

The design process begins with a schematic diagram, assuming ideal conductors. Advanced software tools can extract the resistive, inductive, and capacitive elements of the physical wiring to create a parasitic model that can be compared to the desired schematic. The RF designer’s task is to optimize the layout to minimize differences and achieve the best performance to meet the design goals. However, what do you do when you don’t have access to such software?

[Hans] explains that at low frequencies, return current flows through all paths, with the lowest resistance path taking most of the current. At higher frequencies, the lowest inductance path carries all the current. In real designs, a ground plane is used instead of an explicit return trace for the lowest possible impedance.

[Hans] shows the effect of interrupting the signal return path on a physical test PCB. The result is pretty bad, with the current forced to detour around the hole in the ground plane. A nanoVNA shows a -20 dB drop at 4 GHz, where the ground plane has effectively become an antenna. Energy will be radiated out, causing signal loss, but worse, it will create an EMC hazard with an unintended transmission.

Additionally, this creates an EMC susceptibility, making the situation worse. Placing a solder blob to bridge the gap directly under the signal trace is all that’s required to make it a continuous straight path again, and the performance is restored.

Floating planes are also an issue in RF designs, causing signal resonance and losses. One solution is to pull back the planes near the signal or stitch them to the ground plane with vias placed closely on either side of the signal trace. However, such stitching may slightly affect transmission line impedance and require tweaking the design a little. The next two parts of the series expand on this, hammering home the importance of good ground plane design. These are definitely worth a watch!

PCB design is as much art as science, and we’ve discussed this subject a lot. Here’s our simple guide to rocking RF PCB designs. There’s also a lot of devil in that detail, for example when understanding edge-launch SMA connectors.

Although the designation ‘Air Force One’ is now commonly known to refer to the airplane used by the President of the United States, it wasn’t until Eisenhower that the US President would make significant use of a dedicated airplane. He would have a Lockheed VC-121A kitted out to act as his office as commander-in-chief. Called the Columbine II after the Colorado columbine flower, it served a crucial role during the Korean War and would result the coining of the ‘Air Force One’ designation following a near-disaster in 1954.

This involved a mix-up between Eastern Air Lines 8610 and Air Force 8610 (the VC-121A). After the Columbine II was replaced with a VC-121E model (Columbine III), the Columbine II was mistakenly sold to a private owner, and got pretty close to being scrapped.

Although nobody is really sure how this mistake happened, it resulted in the private owner stripping the airplane for parts to keep other Lockheed C-121s and compatible airplanes flying. Shortly before scrapping the airplane, he received a call from the Smithsonian Institution, informing him that this particular airplane was Eisenhower’s first presidential airplane and the first ever Air Force One. This led to him instead fixing up the airplane and trying to sell it off. Ultimately the CEO of the airplane maintenance company Dynamic Aviation, [Karl D. Stoltzfus] bought the partially restored airplane after it had spent another few years baking in the unrelenting sun.

Although in a sorry state at this point, [Stoltzfus] put a team led by mechanic [Brian Miklos] to work who got the airplane in a flying condition by 2016 after a year of work, so that they could fly the airplane over to Dynamic Aviation facilities for a complete restoration. At this point the ‘nuts and bolts’ restoration is mostly complete after a lot of improvisation and manufacturing of parts for the 80 year old airplane, with restoration of the Eisenhower-era interior and exterior now in progress. This should take another few years and another $12 million or so, but would result in a fully restored and flight-worthy Columbine II, exactly as it would have looked in 1953, plus a few modern-day safety upgrades.

Although [Stoltzfus] recently passed away unexpectedly before being able to see the final result, his legacy will live on in the restored airplane, which will after so many years be able to meet up again with the Columbine III, which is on display at the National Museum of the USAF.