Recently a friendly fellow from the UK has been building the Hellcat and got me motivated to add a few other models.  First I added the Hawker Hurricane to the Warbird lineup and then I started prototyping the Corsair and the P40.  Funny, these are two of my favorites.  The Hurricane is not a roll and curl as it lends itself to a more standard build being somewhat flat sided.
The P40 and Corsair have beautiful curves that can be enjoyed with a more complicated roll and curl treatment.  Empty weight for these three all come in at about 2 oz.
The Corsair and Warhawk are great fliers and float when glided with just a balance weight at the nose.
The Corsair uses the 1System Warbird pod, however, the P40 with its long nose will require the battery, receiver, ESC and servos be mounted central where the wing removes.  The motor needs to be mounted at the nose on a plywood firewall and have a collet so a prop spinner can be installed.
Both models went together fairly easy after all the geometry was calculated and tweaked.  Both models have about 34" span and very light wing loading.  Wing area is about 1.4 sqft.
These are park flyers intended for 3 channel control.  I always recommend that elevator travel be kept minimal until you get good at flying basic pattern. 
The great thing about these models is the scale look and scale like speed in the air. 
A model builder can go crazy adding cockpit details, rivets, panel lines, and other scale details.  But I design for quick and EZ build using the $1 foamboard from Dollar Tree.  Fly-ability, survivability, EZ repair, great looking scale models are my design philosophy.  I suggest building, using the new Rustoleum spray paint for wood metal plastic, apply some decals (supplied) and fly before getting crazy about details. 
Enjoy!

My Father, Captain Michael McKenny, flew the F102A and was stationed in Germany at Ramstein AFB in '62 with the Black Knight Squadron.  Remembering him and his courage in flying this rocket with wings I have designed a model for one sheet of foamboard. 
The model F102A has a span of 21", a length of 27.5" and uses the 1System Jet Pod.  Surprisingly it comes in weighing just 100 grams with 122 sqin of wing area for a 4.13 oz/sqft.  The 30mm EDF develops about 50 grams of thrust so this may be under powered.
The photos show the prototype after sanding edges, and then decorating.
The F102 was a failure in many respects but was a stepping stone in the development of supersonic jets.  It was to be the first supersonic interceptor in 1954.  The early version performed below expectation.  The later F102A broke Mach 1.2 after it was given a new fuselage following the "area rule", but still suffered from poor armament flexibility, safety, and lack of mission flexibility.  It couldn't dogfight and was really a straight line speedster.
However, it was a first in many respects.  It was the first frontline supersonic jet, had automatic fire control, carried nuclear armament, and had an internal bay for weapons.
It was said this plane was far safer in combat rather than training or routine missions.  The F102A led to the (F102B) F106 and then more refined fighter interceptors through the years.
My Dad's typical mission was Cold War stuff.  He escorted Russian  incursions away from Western Europe during the Berlin wall, the Eastern US Seaboard and helped enforce the blockade during the Cuban Missile crisis.
I grew up with images of this plane around the house as a kid.  I have seen some film he took from the cockpit and seen film of him shooting target drones during "Red Flag".  A couple years ago I walked around an F102 at the Yankee Air Museum in Ypsilanti MI.  I was stunned at just how big and long the fuselage is compared to the small wings.  To think a guy would get in that thing and light the engine.  It took a lot of guts!  It's part of my history and I hope you enjoy it.

I took an unused MIG prototype and clipped the fuselage, changed the upper fuselage shape, clipped the wings and made a new tail to create this test Focke Wulf Ta 183 v3.0.
This was a jet the Germans were testing and had on the drawing board in 1945.  It had a rated speed of 600 mph and a span of 37 feet. 
This model has a span of 22" and weighs 1 oz empty.  It uses the 1System jet pod for three channel control.
Glide tests have been very very good.  It is very stable and balances right where the Sabre and MIG balance.
The fuselage has a different shape so the parts will be a little different.  In the photos here you see a lump was added on the fuselage to create the shape.  That lump can be made as part of the fuselage section.  The wing mounts higher than the MIG and the tail mounts off a double layer foam boom.
It's a cool looking jet.

I'm working on three new models.  A Focke Wulf Ta 183 III, an F6 Hellcat and a Mtsubishi A6NS Zero.  Now that I have gotten good at curling and shaping the foam board these models are fairly easy to do. 
If you look at the Focke Wulf 183 you'll notice a similarity to the Sabre and Mig.  Makes you wonder where the US and Russians got the design.  The FW 183 will share the 1 System Jet Pod.
When I was deciding what favorite planes I would do a couple years ago I had to forgo anything with rounded fuselages, like the Zero, the Hellcat, The FW 190, because foam doesn't bend.  Yes it does!
So all those radial engine planes can come to life now with "foamagami".
The Zero and Hellcat were Pacific theater warbirds that were and are historically significant models. 
They will both be designed for the 1 System Warbird pod.  I started cutting the Hellcat today and experimented with leaving the paper on one side.  It works great and is very strong.  The Hellcat has a very stout shape and stubby fat wings.  I designed it with landing gear down so you can practice your carrier landings and approaches.
The Zero is a more petite plane and will be very light.
The canopies for both are simple and can be cut from a water bottle.
In designing these plans the geometry has to be exact so I draw the parts, test fit and then draw again.  The Hellcat started as a half size paper model and looked good.  It will lend itself well to scale details.

Both models got a very light mist of Rustoleum spray silver paint.  It doesn't seem to attack the raw foam, but keep the can 2 feet away and just swoosh.
The decals are printed on plain paper and covered with clear packing tape and then cut out with an Xacto on a cutting board.  I used white glue to adhere them.  One canopy was vacuum formed over a mold, the other is two sections of clear water bottle taped together.
I could keep adding scale detail all day, but these are more for testing.
Both models come in at an astoundingly light 1 oz empty.
In test flights I noticed these planes are very reluctant to climb with power.  They just track straight and level - a good thing.  They turn well with rudder only but I am going to break from tradition and add elevator.  The elevator and fin are very delicate in DTFB so I have doubled up the fin and installed a pivot through a paper tube bearing for the elevator.  The whole elevator will pivot - max throw about 7/16" at the rear tips.  Just a little elevator is needed.
Having elevator will help during testing because I can trim in flight rather than guess.  The extra servo weighs just 4 grams with control wire and coffee stir guide.
Both models share a basic design.  The Mig has a shorter rear section fuselage with an overhanging fin.  Wings are very nearly the same, balance point is the same.  The sabre has wings mounted lower down than the Mig.  The nose is cut and shaped different on the Sabre and canopies are slightly different.  The same 1System jet pod fits both models.
When the weather breaks again i will get these tested and filmed.  Then i will release the plans and instructions. It took me just two hours to build the Sabre.  They aren't hard builds as long as you cut the foam carefully things line up.

This may only work for these smaller and lighter models but is how I do it.
I'll build a model and check alignments by eye and maybe with measurements if in doubt.  I am taking much more time with wing incidence and horizontal stab than before.  Then with the empty airframe I add a penny or two to the nose until balance starts getting to the planned location.  It can be very different for each plane.  Biplanes require some careful measurement and is the average between the two wings in proportion to their size.
Once things look right and balance is close I give it a moderate push across the room.  If it floats along slows, stalls and drops it needs more nose weight.  If it drops nose down it can be nose heavy or may just need up elevator.
Make one adjustment at a time. 
A fall off to one side can be a warped wing or uneven incidence.  A definite turn left or right needs rudder adjustment.
Once it glides gently on a steady line, then try it outdoors over a lawn with a bigger toss.  Once that goes well mark the CG and take notes on all trimming and positions of surfaces.
Then load up the electronics, attach controls and verify CG is still where it should be.  Now with the radio on give it a glide test and adjust CG or elevator until you get a fair glide.  It will be steeper now but there shouldn't be a turn or stall.
Now try a power up test ready to adjust the trim to get a straight flight.  Often on the first flights I only use the trim.
After you land take a look at the trim and adjust the rudder on the plane so the trim can be neutral.
If the plane refuses to climb adjust the elevator with a pinch, or reset the elevator.
If the plane climbs too much with power, reduce the wing incidence or put in more down thrust.
Ideally you will adjust the model airplane with all the controls at neutral.  You don't want to adjust your radio and flying everytime you change to a different plane.
Because these models are so light and rugged you can survive all this learning and still have a plane that will fly for years.

I tested the 5th prototype Mig 15 today.  The 6th got scrapped in favor of a seventh.  The 6th proto had some wing incidence issues, too small of a stabilizer, wasn't balanced right for power and it was too windy for testing.  It's all in one piece but probably wont be tested more.
The Mig 15 is an interesting plane.  On glide testing it can be balanced back a little.  With power it needs a more forward balance.
Today was still too windy but I found an area shielded by a tree line.  The 5th proto comes in at a heavy 4 oz.  It tracks very straight and level. It gains altitude with throttle and turns easily.  It could use a little less dihedral and would probably fly even better and still turn well.  Turns out the foam fuselage tail section makes a preferable jet duct so the pod's exhaust tube has been removed.  Shaping the foam at the exit area helps the exhaust not swirl giving better thrust.
I made two circles around the field and landed into the wind.  The flight was smooth, slow, majestic and realistic looking.  It took full throttle during the flight which isn't desirable.  At least the 6 amp ESC didn't pop.
The newest proto weighs slightly less than 1 oz empty, and about 82 grams or 2.9 oz all up.  It has a 98 sqin wing area for a 4.25 oz/sqft loading.
The newest version has all paper removed from every part which saves 50% of the foamboard's weight.  The wing's airfoil is now curl formed saving weight.  The rudder and stabilizer and wings have all been enlarged.

Maybe I'm obsessing, but I'm on the 6th version of this RC model.  My requirements are high performance, light weight, slow flying, rugged, and a compromise between scale appearance and easy build.  I leaned a little more towards scale looks.
It took quite a lot of designing to accommodate the EDF, and electronics in a way that makes changing the battery simple, and being able to switch the pod between jets without trouble.
The answer was building the plane around the fan.  Then a tube that surrounds the fan and that also joins the pull apart fuselage.
The newest version weighs 1.75 oz empty and will end up at 2.75 oz
The wing area is .60 sqft.  The glide tests have proven very successful.

The pod now has a jet tube to direct the airflow straight and hard out the tail.  There is plenty of free airspace in front of the fan.  My goal is to fly pulling 2-3 amps max on the 180mah 2S lipo.

How does this scratch build compare to the UMX EFlite Mig and Great Planes Sabre?   Those models are smaller but weigh about the same, so they fly faster.  Wing loadings on the RTF planes is about 7.5 oz/sqft.  The Old Guy RC Mig and Sabre has a wing loading of 4.5oz/sqft and so will fly slower and look less like a Bee buzzing and more scale.

The RTF micros look better, but where's the pride in buying a styro- foam RTF?  They cost about $80 and the transmitter will be a more expensive one.  The Old Guy Rc design lets you change the 1 System Jet pod between planes and will set you back about about $55 for the 1System Jet pod and about $4 for the plane.

Of course this scratch build is not targeted to expeienced expert RC pilots. It is targeted to rookies, kids and old Guys that aren't quite ready for 100 mph and 4 channel control.

It took several tries. Finally I moved the Center of Gravity (balance point)  far enough back and as usual I had the wing incidence set wrong.  On just about every plane I design the correct wing incidence is 3/16" higher on the LE than TE (the thickness of the foamboard). 

Changing the CG is simple.  You just move the pod forward or backward inside the fuselage.  It is a snug sliding fit.  The perfect CG is set almost exactly on the fuselage join where the original plane came apart to service the jet engine.  This model also uses that same spot to pull the fuselage apart to access the EDF and electronics pod.

The first glides were basically steep and downward.  Busted the wings off it hit so hard.  A little glue and a reset of the wing angle and getting the CG right and I was ready for another try.
I pushed the plane out at about a flat angle from shoulder height.  It glided 55 feet!  Nice and flat with no turning tendency.

With this nice glide I am ready for some power on testing as soon as the weather cooperates.

Michigan is snow covered and cold but I had to try the Colditz glider.  It was snowing lightly with a 10 mph breeze.  I gave the glider a little shove and it rose quickly in the wind, flattened out and glided until it neared the ground and the wind pushed it down.  All in all a good test.
It occurred to me that this plane would have shot right up in altitude if it were a kite.  The only trick would be if it would fly off the ring at the top.  I will experiment with the hook position. 
I used to fly kites a lot.  If the bridle attachment is too high the kite will go up but stall as the angle changes.  Basically it approaches an angle closer to parallel with the ground.  If the bridle attachment is too far down the lift is bad and the kite waggles but wont gain altitude.
So to launch a sail plane as a kite it would need to be attached midway between nose and CG.  Hopefully it will lose enough lift at the apex that the line will blow off.
If this works it will make gliding on the small field flatland a lot easier.