VolantexRC Firstar V767-1 User manual

V767-1
Wingspan: 758mm
Length: 536mm
Weight with Battery: 200g
Battery: 7.2V 500mAh NiMh for Brushed RTF
7.4V 850mAh Li-Po for Brushless RTF
Transmitter: 4 Channel 2.4GHz (included with Dual
function, simulator plug.) for RTF.
Receiver:
3 - Channel 2.4GHz combine with (1.3g
servo 2pcs, ESC) for Brushed RTF
4 - Channel 2.4GHz standard receiver for
4-CH Brushless RTF
Specification

1
We , as the kit manufacturer, provide you with a top quality, thoroughly
tested kit and instructions, but ultimately the quality and flyability of your
finished model depends on how you build it; therefore, we cannot in any
way guarantee the performance of your completed model, and no represent-
ations are expressed or implied as to the performance or safety of your co-
mpleted model.
Your airplane should not be considered a toy, but rather a sophisticated working
model that functions very much like a full - size airplane. Because of its perfor-
mance capabilities, the plane, if not assembled and operated correctly, could
possibly cause injury to yourself or spectators and damage property.
Keep items that could become entangled in the propeller/ rotor blades aw ay
from the propeller/rotor, including loose clothing, tool , etc. Be especially
sure to keep your hands, face and other parts of your body away from the
propeller/rotor blades.
As the user of this product you are solely and wholly responsible for oper-
ating it in a manner that does not endanger yourself and others or result
in damage to the productor the property of others.
Y ou must assemble the model according to the instructions. Do not alteror
modify the model, as doing so may result in an unsafe or unflyable mode l.
In a few cases the instructions may differ slightly from the photo. In those
instances the written instructions should be considered as correct.
If you are not an experienced pilot or have not flown this type of model
before, we recommend that you get the assistance of an experienced
pilot in your R/C club for your first flight. If you are not a member of a club,
your local hobby shop has information about clubs in your area whose
membership includes experienced pilots.
While this kit has been flight tested to exceed normal use, if the plane will
be used for extremely high stress flying, such as racing , or if an engine
larger than one in the recommended range is used, the modeler is respon-
sible for taking steps to reinforce the high stress points and / or substituti-
ng
hardware more suitable for the increased stress.
Safety Precautions

2
Kit Contents
Assemble The Plane
1. Install the servo horn of the vertical and horizontal tail by screw.
2. Cut the foam of the hole in the end of the tail.

3
4. Insert the horizontal tail to the
corresponding gap of the tail.
6. Connect the push rod wire with the control surface of the vertical
and horizontal tail by the clevis.
5. Fix the tail by a long corres-
ponding screw.
7. Insert the wing to the
corresponding hole of
the fuselage.Make sure
the wing is fix vertically
with the fuselage.

4
Install the ailron(4-CH)
9. Connect the push rod to the servon horn and make sure the aileron
are balance.
10. The plane fully assembled
as shown in the figure.
8. Install the servo horn of the aileron by screw.

5
With the transmitter turned on and the LiPo flight battery connected to the
ESC
( and installed in the battery compartment) it’s now possible to conn-
ect the pushrods to the rudder and elevator control surfaces and to ‘center’
the surfaces accordingly.
Firstly, be sure to center the elevator and rudder ( aileron ) trim levers. Press
the trim button till it has a short and big drop sound, ( a long and big
drop sound
means you reach the end of the trim in one side).
With the trim levers centered, carefully spread open each ‘clevis’ ( the white
color plastic part installed on the threaded end of the metal pushrod ) so you
can insert the pin in the OUTERMOST hole on each control horn. It may be
helpful to insert a flat blade screwdriver (not included) into the clevis then
carefully ‘twist’ it until it disengages the pin from the hole in the clevis. Also,
it is not necessary to ‘snap’ the clevis back together until the centering adj-
ustments are complete.
After connecting the clevises to the control horns view the vertical tail and rud-
der from directly above. The rudder should be ‘ in line ’ with the vertical tail
when it’s properly ‘centered’. However, if the rudder is angled off to the right or
left you can adjust the length/position of the pushrod/clevis so the surface
is centered ‘mechanically’ while the trim lever on the transmitter is centered.
Centering the Control Surfaces
Rudder NOT
properly centered Rudder properly
centered

6
NOTE: You should always rotate the clevis until the pin is perpendicular with
the control horn to ensure the pin is not under any excessive load/ pressure
when inserted in the hole and during operation. In some cases it may not be
possible to ‘exactly’ center the surface mechanically while properly aligning the
pin. In these cases be sure the pin is properly aligned then adjust the position
of the trim lever slightly as needed. Also, it will likely be necessary to make
further adjustments to the position of the trim lever during flight as most surf-
aces do not end up in exactly the centered position when an airplane is trim-
med pr operly for actual flight (but ‘centered’ is still the best starting point).
Follow the same steps outlined for centering the rudder to center the elev-
ator (and aileron) as well.
Also, we strongly recommend installing the included ‘clevis keepers’ to provide
added security for the clevises. Typically you can carefully slide the keeper s
over the clevises when they are not connected to the control horn.Then, after
connecting the clevis to the control horn and ‘ snapping ’ the clevis together
you can slide the keepers into a position that does not allow them to ‘bind’ag-
ainst the control horn during movement of the surface.
If the rudder is angled off to the left carefully remove the clevis from the control
horn and screw it ‘in’(clockwise) one half to one full turn then insert the pin back
into the outermost hole in the control horn. Or, if the rudder is angled off to the
right carefully remove the clevis from the control horn and screw it ‘out’ (coun-
ter-clockwise) one half to one full turn then insert the pin back into the outer-
most hole in the control horn.
View the vertical tail and rudder from directly above again and continue adju-
sting the length/position of the pushrod/ clevis until the rudder is centered ap-
propriately.

7
Center of Gravity
The ideal C.G.position is 40±5 mm behind the leading edge measured
at
where the wing meets the fuselage . The C.G. has a GREAT ef-
fect
on the way of the model flight. If the C.G. is too far aft ( tail heavy ),
the model will be too responsive and difficult to control. If the C.G. is
too far forward
(nose-heavy), the model will be too stable and not re-
sponsive enough.
In order to obtain the C.G. specified, add weig-
ht to the fuselage or
move the battery position.Check the C.G.before
flying.
40 5 mm

8
Battery Warnings
IMPORTANT NOTE: Lithium Polymer LiPo) batteries are significantly more vola-
tile
than the alkaline , NiCd and NiMH batteries also used in RC applications. All
instruc
tions and warnings must be followed exactly to prevent property damage
and/ or personal injury as mishandling of LiPo batteries can result in fire.
By handling, charging or using the included LiPo battery you assume all risks assoc-
iated with LiPo batteries. If you do not agree with these conditions, please return
your complete product in new, unused condition to the place of purchase immediately.
You must read the following safety instructions and warnings before handling,
charg
ing or using the LiPo battery.
• You must charge the LiPo battery in a safe area away from flammable materials.
• Never charge the LiPo battery unattended at any time. When charging the bat-
tery
you should always remain in constant observation to monitor the charging
process
and react immediately to any potential problems that may occur.
• After flying / discharging the battery you must allow it to cool to ambient /
room
temperature before recharging. Also, it is NOT necessary or recommended
to disch
arge the battery ‘completely’ before charging ( LiPo batteries have no
‘memory’ and it’s safe to charge partially discharged batteries when using an
appropriate charger and settings).
•
To charge the battery you must use only the stock included Charger or a suitably
compatible LiPo battery charger. Failure to do so may result in a fire causing
property damage and/ or personal injury. DO NOT use a NiCd or NiMH charger
to charge Li-Po battery.
•
If at any time during the charge or discharge process the battery begins to ball-
oon or swell, discontinue charging or discharging immediately. Quickly and safely
disconnect the battery then place it in a safe , open area away from flammable
materials to observe it for at least 15 minutes. Continuing to charge or disch-
arge a battery that has begun to balloon or swell can result in a fire. A battery
that has ballooned or swollen even a small amount must be removed from
service completely.

9
• Store the battery partially charged (approximately 50% charged/3.85V per cell),
at room temperature (approximately 68–77° Fahrenheit [F] ) and in a dry area for
best results.
• When transporting or temporarily storing the battery, the temperature range
should be from approximately 40–100°F. Do not store the battery or model in a hot
storage car or direct sunlight whenever possible. If stored in a hot garage or car the
battery can be damaged or even catch fire.
•
Do not over-discharge the LiPo flight battery. Discharging the LiPo flight battery
to a voltage that is too low can cause damage to the battery resulting in reduced
power, flight duration or failure of the battery entirely.
•
LiPo cells should not be discharged to below 3.0V each under load. In the case of
the 2-Cell/ 2S 7.4V LiPo battery used to power the plane you will not want to
allow the battery to fall below 6.0V during flight.
The included ESC features a ‘soft’ low voltage cutoff ( LVC ) that smoothly
reduces power to the motor (regardless of the power level you have set with the
throttle stick) to let you know the voltage of the battery is close to the 6.0V
minimum.
However, even before this reduction in power , if you find that more than the
typical amount of throttle/ power is required to cruise or climb you should land the
model and
disconnect the battery immediately to prevent over-discharge.
And while it is possible to continue flying the model after the soft LVC occurs,
t
his is NOT recommended. Continued discharging can result in reaching the 5.0V ‘
hard’ LVC which may cause permanent damage to the LiPo battery resulting in
reduced power and flight duration during subsequent fights ( or failure of the ba-
ttery entirely which is not covered under warranty).
Also, it is not recommended that you fly to the soft LVC every time you fly. Inst-
ead you should be aware of the power level of the battery / airplane throughout
the flight,
and if at any time the airplane begins to require more throttle/ power
than typical to maintain cruise or climb you should land the airplane and disconnect

10
the LiPo battery immediately . Constantly discharging the battery to the soft LVC
can still cause permanent damage to the battery so it’s best to use a timer or
stop -watch to time the duration of your flights and to stop flying at a reasonable
time before the soft
LVC is reached.
IMPORTANT NOTE: DO NOT LEAVE THE LIPO BATTERY CONNECTED TO
THE ESC UNLESS YOU ARE READY TO FLY. IF THE BATTERY IS LEFT CON-
NECTED TO THE ESC WHEN IT IS NOT IN USE THE LIPO BATTERY WILL
BE OVER-DISCHARGED BY THE SMALL AMOUNT OF CURRENT THE ESC
CONSUMES.
It can sometimes take a few hours or even up to a few days to over- discharge the
battery this way but doing so will likely cause permanent damage to or failure of
the battery entirely (which is not covered under warranty).
IMPORTANT NOTE: DO NOT STORE THE LIPO FLIGHT BATTERY FULLY CHARGED.
For improved safety and longevity of the LiPo battery it’s best to store it only partially
charged for any length of time. Storing the LiPo battery at approximately 50% charged
(which is approximately 3.85V per cell) is typically best, however it will take some
careful management of the charge time and the use of a voltmeter to achieve
this
voltage.
If you have the equipment and skills to achieve the 50% charge level for storage it
is recommended. If not, simply be sure to not store the battery fully charged whe-
never possible. In fact ,as long as the battery will be stored at approximately room
temperature and for no more than a few weeks before the next use, it may be best
to store the battery in the discharged state after the last flight (as long as the bat-
tery was not over-discharged on the last flight).
Transmitter Details
Mode 1 and Mode 2
Depending on which area you are in, you will either use a Mode1 or Mode
2 transmitter. The difference between the two modes deals with the throttle
and Elevator joystick different. Mode 2 transmitters have the throttle contr-
ol on the left stick and the Elevator controls on the right stick. Mode 1 is in
the opposite way.

11
Elevator
(↑↓)
(↑↓)
(← →) Rudder
Trimmer
Trimmer
Aileron (← →)
Mode 1 (Right throttle)
Motor
Motor trimmer
Antenna
Handle
Elevator trimmer
(↑↓) Motor
Power LED
( Power on: Red light on
Power dying: light flash
Power off: light off)
Elevator (↑↓)
(← →) Rudder
Aileron trimmer
Rudder trimmer
Aileron (← →)
Mode 2 (left throttle)
ON/OFF
Aileron
Elevator
Rudder
Mixing control is for V-tail plane to
mix control the CH2 (Aileron) and
CH3 (Elevator) working together.
Motor
Aileron Elevator
Rudder
Motor
Reverse switch
(Small servo range ↑)
(Big servo range ↓)
Dual Function(↑↓)
Low Battery Voltage/Power Indication
When the AA battery voltage/power drops to a level that’s too low for safe co-
ntinued
operation , the red color LED indicator will begin flashing. DO NOT use
the tr
ansmitter or fly when the red LED indicator is flashing and immediately insta-
ll new AA
batteries before using the transmitter or flying.
Reverse switch
Mixing control is for V-tail plane to
mix control the CH2 (Aileron) and
CH3 (Elevator) working together.

12
Control / Servo Reversing
The transmitter features control/ servo reversing functionality for the aileron, ele-
vator, throttle and rudder channels. The control / servo directions were set correctly
at the factory for the plane , however , in case the controls are operating in
the
wrong direction , or you use the electronics in other models later on, simply change
the position of ‘Servo Reverse’ switch for the channel(s) as needed.
Delta / Elevon Mixing
Located to the right of the ‘Servo Reverse’ switches is a switch that activates / de-
activates the optional-use ‘Delta / Elevon’ mixing. No such mixing is used for the
plane so please be sure this switch is in the OFF / lower position ( failure to do so
will result in improper control and the inability to fly the plane ). However, if using
this transmitter with ‘flying wing’ , delta or other airplanes that ‘combine (mix)’ the
elevator and aileron (often known as ‘elevon’) controls you can move the switch to the
ON/upper position.
Dual Function
When the Dual function is on the up position (face against the enduser), the servo
will go in small range condition , the plane will move more stable , much easier to
be under control by a beginners. If the switch is on the down position ( opposite
way), the servo move in big range condition. The plane will be more sensitive, bet-
ter for expert to perform action.
Bind the receiver
1. Turn the throttle to the bottom.
2. Turn on the transmitter.
3. Connect the battery to the receiver.
4. Press the bind button of the receiver. (the LED of the receiver will flash quickly)
5. The LED will light without flashing. ( binded successfully )
Cautions
Pls make sure the throttle joystick is on the bottom position then bind the
receiver. Before you connect the battery of the plane , pls leave away the
propeller. (before the receiver bind the transmitter it may cause the prope-
ller run automaticly.)

13
Check The Control Surface and Channel Condition
Before trying to fly the airplane, please carefully check to make sure the
transmitter and the servos work normally. CAUTION: Make sure that you
must turn on the transmitter firstly and then you can connect the bat-
tery plug. If you want to turn off the transmitter you must ensure that
the battery
of the plane must be cut off first.
(Right Throttle) (Left Throttle)
(Right Throttle) (Left Throttle)
(Right Throttle) (Left Throttle)

14
Know Your Frequency
Based on the size and weight of the plane it’s typically considered to be a ‘park flyer’
class model. As a result it’s best to fly the plane at a local park, schoolyard, flying
field or other area that’s large enough and free of people and obstructions. We rec-
ommend an area the size of at least one football/ soccer field, however, even larger
areas are better suited and preferred especially when learning how to fly. DO NOT
fly in parking lots, crowded neighborhood areas or in areas that are not free
o
f people and obstructions.
We also suggest flying over grass as it’s
a much more forgiving surface that
causes less damage in the unfortunate
event of a crash. Short grass is better
for takeoffs and landings as grass
that is too long can cause the airpla-
ne to nose-over /flip and be damaged.
An ideal flying area allows for takeoffs
and landings on a smoother surface
(such as asphalt) and flying over grass.
PLEASE NOTE: The plane is designed to be flown outdoors only.
Flying Conditions
It’s typically best to fly on days that are calm with no wind, especially when learning
how to fly. We strongly suggest flying only in calm conditions until you’re familiar with
the controls and handling of the model. Even light winds can make it much more di-
fficult to learn to fly, and in some cases can even carry the model beyond your line
of sight.
Never fly the plane near Highway,
railway, high tension line, crowed
people, Flying Area,and residential
area.
Fly in spacious ground without
obstacles and boscage.

15
Flight Checklist
Also, if you are a first-time or low - time pilot we highly recommend allowing
a more experienced pilot to test fly and properly trim the model before
attempting your first flight. A proven flyable and properly trimmed model is
significantly easier and more enjoyable to fly! Please contact your local
hobby shop and/or flying club to find a more experienced pilot near you.
After you’ve properly trimmed the airplane in calm conditions and become fam-
iliar with its handling /capabilities you’ll be able to fly in light winds, or depending
on your
experience and comfort level, in winds up to 5–7 mph.
DO NOT fly on days when significant moisture, such as rain or snow, is present.
PLEASE NOTE: This checklist is NOT intended to replace the content included
in this instruction manual. Although it can be used as a quick start guide,
we strongly suggest reading through this manual completely before proc-
eeding.
• Always turn the transmitter on first
• Ensure the throttle control stick is on the button position then plug the battery.
• Fly the model (hand‐launch or takeoff from a flat/level surface)
• Land the model (land on a flat/level surface)
• Unplug the LiPo flight battery from the ESC
• Always turn the transmitter off last

16
Know Your Frequency
Perform a Range Check
CAUTION: The transmitter used to control your plane transmits signalson one
of several frequencies that are available. To find out your frequency (or “channel”),
look on the transmitter, If your “channel” happens to be the same as another model
that is being flown nearby (even within a few miles), one or both models will crash.
Know your frequency and be aware of the frequency of other models that are
flying nearby-especially if you are flying at a radio control flying site. All flying sites
have some sort of frequency control system to avoid this kind of interference , so
learn how to
use their frequency control system. Never turn on your transmitter
until you are certain that you will be the only one operating on your frequency.
As a precaution, an operational ground range test should be performed before the
first flight each time out. performing a range test is a good way to detect problems that
could cause loss of control such as low batteries defective or damaged radio
components or radio interference. This usually requires an assistant and should be
done at actual flying site you will be using.
First turn on the transmitter. Then, install the fully charged battery into the fuselage
and hold it in place with the hook-and-loop strap. Connect the battery and install
the
hatch.
Remember, use care not to “bump” the throttle stick.
Otherwise, the prope-
ller will turn, possibly causing damage or injury.
With the antenna on the transmitter collapsed (not extended ), begin walking
away from the model operating the controls in a predictable pattern (for example: Up,
then down elevator. Right, then left aileron. Right, then left rudder). While moving
the control surfaces, also vary motor rpm.
Have your assistant alert you if the controls fail to respond or if they move suddenly
or erratically. You should be able to maintain control up to a distance of approxi-
mately100’ [30m].

17
If the controls respond erratically or if anything else seems wrong, make certain
all the servo wires are securely connected to the receiver and that the transmitter
and
receiver batteries are fully charged. If you cannot finda mechanical problem
with the
model , it is slightly possible that there is radio interference somew-
here in the area. One option would be to try another range check at an alternate
flying site.
After the range check, fully extend the antenna.
Monitor and limit your flight time using a timer such as the one on your wrist watch.
When the batteries are getting low you will usually notice a performance drop
before the ESC cuts off motor power, so when you notice the plane flying slower
you should land. Often (but not always!), power can be briefly restored after the
motor cuts off by holding the throttle stick all the way down for a few seconds.
To avoid an unexpected dead-stick landing on your first flight set your timer to a co-
ns ervative 4 minutes.When the alarm sounds you should land your model.
When you learn how much flight time you are getting you can adjust your timer
accordingly. Always be conservative so the motor won’t quit unexpectedly
and you will have enough battery to land under power.
Take Off
Until you have become comfortable with flying your plane, do not
fly if the wind speed is greater than 10 mph [ 16 kilometers /hr].
Don’ t forget to fully extend the transmitter antenna.
One final check before takeoff : always double - check the flight control
response to your inputs from the transmitter before every flight.
Be certain the ailerons , elevator and rudder respond
correctly and that none
of the
controls have inadvertently become reversed.

18
Based on the size and weight of the plane it’s typically considered to be a ‘park flyer’
class model. As a result it’s best to fly the plane at a local park, schoolyard, flying
field or other area that’s large enough and free of people and obstructions. We rec-
ommend an area the size of at least one football/ soccer field, however, even larger
areas are better suited and preferred especially when learning how to fly. DO NOT
fly in parking lots, crowded neighborhood areas or in areas that are not free
o
f people and obstructions.
We also suggest flying over grass as it’s
a much more forgiving surface that
causes less damage in the unfortunate
event of a crash. Short grass is better
for takeoffs and landings as grass
that is too long can cause the airpla-
ne to nose-over /flip and be damaged.
An ideal flying area allows for takeoffs
and landings on a smoother surface
(such as asphalt) and flying over grass.
PLEASE NOTE: The plane is designed to be flown outdoors only.
Flying Conditions
It’s typically best to fly on days that are calm with no wind, especially when learning
how to fly. We strongly suggest flying only in calm conditions until you’re familiar with
the controls and handling of the model. Even light winds can make it much more di-
fficult to learn to fly, and in some cases can even carry the model beyond your line
of sight.
ROG (rise off ground) Take off
Hand-Launch
If the surface is smooth ( such as paverment or blacktop) the plane can take
off from the ground. But most grass is probably too tall, so if flying from grass
the model will have to be hand launched.
Once you have reached a safe flying speed at a comfortable altitude (approxi-
mately 50’ [15m]), work the controls as necessary to establish a gentle turn away
from the runway.
Until you have become efficient at flying your plane, always use an assistant
to hand-launch your model.
Have your assistant hold the model by the bottom of the fuselage. When both
of
you have signaled “ready ”, advance the throttle to full power. Your assistant
should
run a few steps with the plane held high above his head, and then give
the model a swift, but controlled toss at a level, or slightly nose - up attitude.Initially,
the model
will gently ascend, but within a few seconds it will reach enough speed to
climb. Gently
add “ up ” elevator to establish the climb.
Once you have reached a safe flying speed at a comfortable altitude ( appro-
ximately 50’ [15m] ), work the controls as necessary to establish a
gentle turna-
way from the runway.
If taking off from the ground, place the model on your “ runway ” with the nose
pointing into the wind--this will reduce the ground speed that must be reached and
automatically provide “ heading assist ” making steering and takeoff easier. Slowly
advance the throttle, adding rudder correction as needed to keep the model rolling
straight. When the plane become “ light ”continue to apply throttle until you are
at full power all this will happen in a few seconds. When sufficient liftoff speed has
been reached, gradually apply “up ”elevator allowing the model to leave the ground.
Do not “ yank ” up on the stick rather, be smooth and allow the plane to eat-
ablish a gentle climb.

19
One thing to remember is that, when the plane is flying away from you, moving
the
aileron stick to the right will make the plane bank to your right.
However, when the model is flying toward you, moving the aileron stick to the right
will make the plane move to your left. Of course, the plane is still responding the
same way, it’s just that your orientation has reversed. This must be kept in mi-
nd while
learning to fly (and is also a good reason to take flight lessons from an
ex
perienced pilot!).
To establish a turn, “ up” elevator( pulling back on the stick ) is usually required
along with aileron input to get the model into a bank. To stop the turn, apply a small
amount of opposite aileron.
Once you get the plane into the air and have climbed to a comfortable altitude,
the
first “order of business” will be to “trim” the model for straight - and - level
flight.
The model flies best at approximately 3/4-throttle. Adjust the trims on the tran-
smitter to make
minor control surface adjustments as necessary until the plane will fly
straight without any
control inputs. Often, your assistant can reach over and adjust
the trims
for you.
Remember to keep the model high enough to give yourself time to make correcti-
ons, but don’ t let it get too far away. Otherwise, it will be difficult to detect its attitude
and which way it is going.
One final check before landing: see how the model will react when it’s time to land
and
you cut the power. To do this, while still at altitude, cut the motor power.The
model should establish a gentle, downward glide path.
This is how the model will react when it’s actually time to land. Add power and climb
back
up to your original altitude.Try again, this time adding flaps.
To climb, add throttle and immediately take the flaps back out. Practice a few of these
“ climb and glides ” to judge how far out you will need to be when its time to land.
Flying