I. The Spark: That Dream-Igniting Afternoon at 2008
In a makeshift office, we casually discussed the future of electric ducted fan (EDF) model aircraft. We talked from the F-35's vertical takeoff and landing to the Su-35's "Cobra Maneuver." Technical terms like "vectored thrust" and "ducted fan" flickered like sparks, quietly settling into our minds.
II. Breaking Barriers: The Universal Ball Joint That Lit the Way
The vector control mechanisms of real fighter jets were a wake-up call—they simply couldn't be adapted to electric models. After countless failed tests, a universal ball joint on a device's swing arm suddenly opened a new door. We quickly designed a dual-ball-joint nested assembly: lightweight, structurally simple, yet perfectly capable of redirecting airflow.
III. Blossoming: The Aerial Ballet of 2009
In February 2009, an SU-34 prototype equipped with a vectored nozzle sliced through the sky, leaving behind unbelievable flight patterns. Over the following years, vectored-thrust model aircraft emerged one after another:
In model aircraft communities, forums buzzed with discussions about "falling leaf" maneuvers, "standing loops", "torque rolls", and other advanced aerobatics...
IV. The Dilemma: The Curse of Thrust Loss
The fatal flaw of the first-gen design gradually revealed itself—the vectoring mechanism caused up to 25% thrust loss. As EPO foam replaced EPS and assembly structures were upgraded, increased weight worsened the thrust-to-weight ratio, further degrading flight performance. Trapped in the mindset of "zero thrust loss in all directions," we eventually shelved vectored aircraft development.
Yet one question lingered: Was the turbulent airflow from the spherical inner wall truly unsolvable?
V. Breaking Free: The 2021 Mental Leap
While collaborating with Sebart on the new 80-series aircraft, engineers revisited the dusty blueprints. During a brainstorming session, a radical idea was pinned to the whiteboard: "If we can't eliminate 'omnidirectional thrust loss,' what if we achieve 'zero thrust loss' at critical moments requiring maximum thrust?"
Testing confirmed this approach worked. During maneuvers like torque rolls, level flight, and recovery, the nozzle would stay centered, ensuring smooth airflow. In other maneuvers, thrust loss from deflection didn't hinder performance.
We had been imprisoned by perfectionism for too long.
VI. Rebirth: The Evolution of Ares 3D
The breakthrough in vectoring technology laid a solid foundation for the Ares 3D.
But this was just the beginning. Simulation of 3D models revealed the 80-class Ares fell far short of targets, prompting a redesign for the 90-class.
The first prototype's test flight failed—the original Ares' spindle-shaped fuselage cross-section severely compromised stability. By reducing height and optimizing the cross-section, the issue was resolved.
Awaiting Sebart's arrival for on-site testing in China, the pandemic forced a halt. Not until 2023 did we finally complete prototype tests and confirm improvements. Soon after, mold production officially began.
Differences between prototypes and mass-produced models are normal. Since 2024, continuous flight tests have refined performance, leading to two major mold revisions. For aerobatic models, pilots must focus intensely on attitude changes. Hence, highly visible livery is critical. The Ares features large red-white and yellow-white sections, with clear top/bottom contrast, ensuring instant attitude recognition from any angle.
Navigation lights are vital for orientation. Inspired by a night flight at Hannan Airport, where a fellow pilot's Avanti lacked sufficient side-profile lighting, we embedded lights in the nose, main wing sides and vertical tail of the Ares, enhancing visibility in low light.
Fifteen years of relentless effort----this marathon of vectored EDF jet has birthed a new-generation "Ares 3D."