Durafly Curtiss P-40 Warhawk V2 “Aleutian Tiger” 1100mm Review and Setup Guide

The Durafly Curtiss P40 Warhawk V2 “Aleutian Tiger” 1100mm is a compact electric RC warbird built for pilots who want more character than another familiar Mustang or Trojan. Its rare Alaska-inspired livery, functional split flaps, rotating metal retracts and 3S or 4S power system give it the presence of a larger scale model without requiring a large vehicle or permanent wing removal for transport.

This is not a beginner trainer disguised as a warbird. The lighter airframe and revised landing gear improve the weaknesses associated with the earlier Durafly P40, but the aircraft still rewards correct rudder use, conservative elevator settings, careful center-of-gravity setup and a powered landing approach.

For an intermediate or experienced pilot who enjoys actively flying a model rather than letting stabilization do all the work, the P40 curtiss hawk V2 offers an unusually complete feature package in the 1100mm class.

Durafly P40 Warhawk V2 at a Glance

What Is New on the Durafly P40 V2?

The update is more focused than the “all-new” language sometimes used around new model launches. The established 1100mm platform, 3536 900KV motor and 45A ESC remain familiar. Durafly concentrated its changes on the airframe weight, landing gear, canopy profile and exterior scheme.

The most important mechanical upgrade is the new full-metal twist-and-turn retract system. The main legs rotate through 90 degrees as they retract and use functional spring-loaded Oleo-style struts. The original P-40’s landing gear was one of its most frequently criticized areas, so this is a meaningful improvement rather than a purely cosmetic change.

The second major change is the use of a lower-density EPO foam formulation. The original airframe prioritized an exceptionally smooth surface, but denser foam also increased weight and wing loading. The revised material reduces mass and gives the new version a more forgiving low-speed envelope.

There is a trade-off. Lighter foam can improve flying characteristics, but it may feel less resistant to hangar rash, pressure marks and careless handling than a denser airframe. Pilots should avoid squeezing the wing panels during assembly and use padded storage supports.

Aleutian Tiger, Not the Usual Flying Tigers Scheme

The nose artwork is the defining visual feature of this release. Many P-40 models use the familiar shark-mouth scheme associated with the American Volunteer Group in China. This version instead references the P-40s connected with the Aleutian Islands campaign and the 343rd Fighter Group.

The large yellow tiger head wraps around the cowling and gives the aircraft a very different appearance from the conventional shark-mouth P-40. It is especially visible during banking passes and head-on approaches, making the model easier to recognize at moderate distance.

The livery is also divisive. Some pilots consider the unusual tiger artwork the strongest reason to purchase this version, while others still prefer the more familiar shark mouth. The tiger artwork is pre-applied, so buyers should be comfortable with the scheme before ordering.

Scale Features That Make the 1100mm Airframe Feel Larger

Durafly P40N V2 includes several features more commonly associated with larger 1.2m to 1.5m warbirds. The functional split flaps are particularly effective. Only the lower flap surfaces deploy, creating a convincing scale appearance while increasing drag for slower approaches.

The lower flap surfaces also use a contrasting finish, which becomes clearly visible during a low pass or landing circuit. Wheel covers, molded panel lines, machine-gun details, exhaust stacks, the painted three-blade propeller and the cockpit interior contribute to the finished appearance.

The magnetic bomb-release system adds another interactive feature. It can be assigned to a separate receiver channel, allowing the included replica bomb to be released during a pass. In practice, the mechanism should be tested carefully on the bench because release reliability can depend on channel travel, magnetic alignment and the physical fit of the bomb.

The model does not include a pilot figure. This is surprisingly noticeable because the rest of the cockpit and airframe are strongly scale-oriented. A lightweight aftermarket pilot or a small custom 3D-printed figure could improve the appearance, but any modification should be included when checking the final center of gravity.

Assembly and Radio Setup

The PNF airframe arrives with the motor, ESC, servos, retract system and bomb mechanism installed. The main wing is a one-piece assembly, and the horizontal stabilizer, control linkages, propeller and selected scale details must be completed by the owner.

Some major components use screws, while glue is still required for selected fittings and scale parts. The parts count is low, but the model is not completely tool-free or glue-free. Allow enough time to center the servos, adjust the control rods, verify flap symmetry and confirm that the retracts cycle without binding.

A small controller inside the wing operates the retract system. The controller includes a test button that can be used during assembly to cycle the landing gear without completing every radio function first. This is useful for checking gear-door alignment and confirming that the rotating legs move freely.

A six-channel receiver can operate the essential flight functions when Y leads, shared channels or radio mixing are used. A seven-channel receiver is more convenient when the pilot wants independent control of throttle, ailerons, elevator, rudder, retracts, flaps and bomb release.

SAFE and AS3X are not built into the aircraft. They are available only when the pilot installs a compatible Spektrum receiver or another stabilized receiver system. A basic unstabilized receiver can also be used, but this P-40 still needs accurate mechanical setup and active control inputs.

How Does the Durafly P-40N V2 Fly on 4S?

With a 2200mAh 4S battery, the P-40 has considerably more performance than its compact dimensions suggest. Full-throttle passes are fast, vertical climb is strong and large loops can be completed without carrying excessive entry speed.

The power reserve is useful when taking off from grass or correcting an approach, but 4S also emphasizes the model’s torque and P-factor. Applying full power too quickly can pull the nose left during the takeoff roll. A gradual throttle advance and deliberate right-rudder input produce a cleaner departure.

Once airborne, the model can cruise comfortably at partial throttle. Full power is available for fast passes and vertical maneuvers, but it is not required for normal circuits. Long periods at maximum throttle can increase battery and power-system temperature, especially in warm summer air.

The elevator can feel sensitive when the model is set up with generous factory-style travel or when the center of gravity is slightly aft. Starting with conservative elevator rates and moderate expo produces smoother pitch control. Maximum elevator movement is rarely necessary for scale flying.

Would 3S Be a Better Choice?

The factory power system also supports a 2200mAh 3S battery. On 3S, pilots should expect lower maximum speed, softer acceleration and reduced vertical performance. That may sound like a disadvantage, but it can make the aircraft feel more natural during scale circuits.

A narrow or short 3S pack may also be easier to move farther forward inside the battery compartment. This can help pilots achieve the required balance without adding unnecessary nose weight. Battery shape can be as important as battery capacity in this airframe.

There is less excess power available for grass takeoffs or missed approaches on 3S, so runway condition and throttle management become more important. Pilots operating from closely cut grass or a paved runway may appreciate the smoother character, while pilots flying from a more demanding field may prefer the power reserve of 4S.

Best Batteries for the Durafly P-40 Warhawk V2

The model uses a factory XT60 connector and is designed around a 2200mAh 3S or 4S pack. CNHL recommends choosing the voltage according to the preferred flying style and then confirming battery dimensions, installed weight and final center of gravity.

Compatible CNHL Lightning 2400mAh 3S and 4S LiHV Shorty batteries can also be used for pilots who want a compact pack with slightly more capacity. Use the correct LiHV charger mode and confirm the center of gravity after installation.

See the complete best batteries for the Durafly P-40 Warhawk V2 collection for currently available 3S, 4S and compact shorty options.

Battery Fit, CG and Battery-Bay Protection

The magnetic upper hatch provides direct access to the battery tray. A standard 2200mAh 4S pack is normally installed toward the front of the compartment and may sit at a slight angle depending on its case dimensions.

Do not assume that every 2200mAh pack will balance in exactly the same position. Two batteries with identical capacity can have different length, weight and cell layout. Move the pack as required and verify the completed aircraft at the center-of-gravity point specified in the manual.

Inspect the battery tray for hard or sharp molded edges before installing a soft-case LiPo. One flight test found that an internal plastic edge could rub against the battery pouch. A thin piece of foam, non-slip liner or protective tape can prevent abrasion.

The battery must not contact the rear of the motor, rotating bell housing or propeller shaft. It must also remain secure during high-G loops, rolls and abrupt pull-ups. Use the full factory strap and confirm that the pack cannot move forward or backward.

Takeoff Technique and Grass-Field Performance

The upgraded retracts make the P-40 more practical on grass than the earlier model, but they do not change the basic geometry of a narrow-track taildragger. The model still requires a closely cut runway and correct takeoff technique.

Hold up elevator while taxiing to keep the tailwheel loaded. During the takeoff roll, smoothly increase throttle and add right rudder as necessary to counter the three-blade propeller’s torque. Avoid instantly applying full power, particularly with a 4S pack.

Medium or takeoff flaps can shorten the ground roll, although flap use should be tested at a safe altitude before the first runway approach. The retracts operate slowly, which looks realistic but means the pilot must command gear movement early.

Long, wet or rough grass can still cause a nose-over. The Oleo struts absorb vertical impact, but they cannot eliminate rolling resistance from a poorly maintained surface. The relatively narrow main-wheel spacing can also allow a wingtip to touch if the airplane begins to lean during rollout.

Slow Flight, Stall and Landing Behavior

The lighter wing loading is most noticeable when the aircraft is slowed with the gear and flaps extended. It can fly a controlled low-speed pass without the abrupt behavior associated with a heavier small warbird, but it will still drop a wing if pushed beyond the stall.

Full flaps can make the stall more progressive, although they do not make the P-40 stall-proof. Stall testing should be performed at a safe altitude. A low-level demonstration can recover successfully in experienced hands, but it should not be treated as evidence that the aircraft can be mishandled close to the ground.

For landing, keep some power on and fly the aircraft to the runway. Do not close the throttle too early and wait for it to settle by itself. Use throttle to manage the descent rate, keep the wings level with small corrections and allow the Oleo struts to absorb the final touchdown.

A controlled three-point landing can work well on grass, while a main-wheel landing may produce a cleaner rollout on a smooth surface. In either case, avoid large elevator inputs after touchdown because the narrow wheelbase can make the airplane sensitive to overcorrection.

Is the Durafly P-40 V2 Easy to Fly?

It is more forgiving than the original version, but it is not an easy first airplane. The P-40 must be actively flown through takeoff, turns, aerobatics and landing. It behaves predictably when correctly set up, yet it does not automatically hold a clean flight path without pilot input.

The elevator deserves particular attention. Excessive travel can produce porpoising and abrupt pitch changes. Start with reduced rates and moderate expo, then increase movement only after several flights. A slightly nose-heavy initial setup is generally easier to manage than an aft center of gravity.

A stabilized receiver can reduce the effect of turbulence and help the small airframe track more cleanly, but stabilization does not replace correct rudder, elevator and throttle technique. Pilots should already be comfortable with a low-wing sport model before moving to this P-40.

The best owner is someone who enjoys the workload of a scale warbird. Pilots who expect the airplane to behave like a self-correcting trainer may find it demanding. Pilots with taildragger and flap experience are more likely to appreciate its responsive character.

What Should Be Checked Before the Maiden Flight?

• Balance the three-blade propeller and inspect it for molding irregularities.
• Confirm that the elevator rate is conservative and that expo is appropriate.
• Check aileron, elevator and rudder direction before enabling stabilization.
• Verify that both split flaps deploy evenly.
• Cycle the slow retracts several times and inspect wheel-door clearance.
• Test the bomb mechanism over a soft surface before attempting an airborne release.
• Protect the LiPo from any sharp edge inside the battery compartment.
• Confirm the center of gravity with the exact flight battery installed.
• Use a conservative first-flight timer and check resting cell voltage after landing.
• Select a short, dry and closely cut runway whenever possible.

Durafly P40 Warhawk V2 Pros and Trade-Offs

Frequently Asked Questions

Is the Durafly P40 Warhawk V2 a beginner plane?

No. The lighter wing loading improves low-speed behavior, but the airplane still requires active rudder control, careful elevator inputs and experience landing a low-wing taildragger.

Should I fly the Durafly P40 V2 on 3S or 4S?

Use 3S for smoother acceleration and more scale-like circuits. Use 4S for faster passes, stronger climbing performance and more power reserve during grass takeoffs and go-arounds.

What connector does the Durafly P40 V2 use?

The factory 45A ESC uses an XT60 connector. An XT60-equipped battery provides the cleanest installation without an additional adapter.

How many receiver channels are required?

A six-channel receiver can support a simplified configuration. Seven channels are preferable when the retracts, flaps and bomb-release function are assigned independently.

Does the Durafly P-40 V2 include SAFE or a gyro?

No stabilization system is included with the PNF airframe. SAFE, AS3X or another gyro function depends on the receiver installed by the pilot.

Can the Durafly P40 V2 operate from grass?

Yes, especially from short and dry grass. The upgraded Oleo retracts improve shock absorption, but long, wet or rough grass can still cause a nose-over or wingtip contact.

Is the bomb-release mechanism reliable?

It is an entertaining scale feature, but it should be carefully tested and adjusted before flight. Independent channel control can make setup easier, although the exact release may still depend on magnetic alignment and mechanical fit.

Final Verdict

The Durafly P40 Curtiss Warhawk V2 succeeds because it does not try to become another effortless sport model. It remains a compact, responsive warbird that asks the pilot to manage torque, elevator, flaps, retract timing and landing power.

The lighter airframe and upgraded Oleo retracts address two of the original model’s most important weaknesses. They improve slow-speed handling and grass-field durability without removing the distinctive flight character that attracts experienced P-40 pilots.

The Aleutian Tiger scheme gives the model an identity that stands apart from the many shark-mouth P-40s already available. Combined with the split flaps, rotating landing gear, bomb-release feature and strong 4S performance, it provides an unusually complete warbird experience for an 1100mm foam aircraft.

It is not the right choice for a first RC airplane, but it is a compelling option for pilots ready to move beyond trainers and predictable sport models into a warbird that demands meaningful pilot involvement.

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