66 MODEL AVIATION
GERRY J. HINSHAW
Plane Talk: Troy Built Models Shock Jet ARF
An inexpensive turbine-powered RC trainer
Slow flight is easy and controllable, with no bad habits. The flaps
are unnecessary for takeoff.
+•
Inexpensive.
• Easy to put together.
• No complicated retracts or gear doors.
• No special brakes.
• No special servos.
• Awesome flier at all speeds.
• All hardware included.
• You can download and print an updated manual from
the Internet.
-•
Need to make a special long driver to install nose-wheel
plate.
Pluses and Minuses
The Shock Jet is an ARF version of Laser Design Services’ JetMach 60. Many color choices are available.
I was lookIng for a jet that would work well on pavement
and on grass. Most of the fields I fly from are grass. I saw several
jets that fit the criteria, but I wanted something that would be able
to handle stunts, withstand hard landings, be able to slow down,
and be easy with which to train people.
I was also looking for a model that would accommodate a low
budget and wouldn’t take 15 high-end servos or a lot of fancy
programming or hardware. In addition, I wanted a jet I could fly
everyday, wind or no wind, with crosswinds, or right down the
runway.
I saw the Troy Built Models (TBM) Shock Jet and was truly
amazed by it. I did some research on the model and decided that
this was the aircraft—not only because of its performance or its
ability to take off in 30 feet or less, but also because it’s an ARF.
However, I was very skeptical about it at first! An ARF jet that
is available for $300 with the purchase of a turbine engine or
$500 without and is capable of handling 30 Gs?
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:18 AM Page 66
November 2009 67
Takeoffs are short and easy to control. The author had his review
aircraft ready to fly in less than a week.
Installation is simple, and there is plenty of
room for the turbine and radio systems.
Neatness counts.
Cooldown is simple, once the engine is exposed. The hatches are
easy to secure and remove.
Above: Setup at the
field is fast and simple.
This model is like a
high-wing RC trainer,
except the engine is a
cool turbine.
Photos by the author and Kristy Hinshaw
Right: Startup is easy.
Make sure to use a turbine
exhaust extension; it will
keep the Shock Jet from
going up in flames if
there’s a hot start.
Model type: ARF sport turbine-powered jet (waiver
required)
Skill level: Intermediate builder, advanced pilot
Wingspan: 80.5 inches
Length: 73 inches
Weight: 13 pounds
Engine: 14- to 18-pound-thrust turbine
Radio: Six channels (minimum), eight servos
Construction: Laser-cut plywood and balsa
Covering/finish: UltraCote
Price: $499
Specifications
I was surprised by the fast shipping, and
the box was huge. I got it late on a Monday
afternoon. When I opened the box, I was
surprised by the packing; it was top-notch.
When I started going over the
aircraft piece by piece, I was shocked.
The construction was high in quality,
and so was the covering. I received a
generous hardware bag, and the control
horns and links were nice. The Shock
Jet was going to be great!
It is designed to take a turbine that has 10
to 18 pounds of thrust, but I did not buy the
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:19 AM Page 67
Fuel: Jet-A, 93-ounce Jet-Tech Kevlar tank
Radio system: JR 10X transmitter, Spektrum AR6200
receiver, Hitec HS-645MG servos, Fromeco 5200 mAh
ECU (electronic control unit) battery, Fromeco 2600 mAh
receiver battery
Ready-to-fly weight: 15 pounds
Flight duration: Seven minutes
Test-Model Details
Jet Central JF-50 Super Bee with the aircraft. I
opted to install Jet Central’s Artes JF-100
Falcon. Yes, I know that it is way too much
power, but I turned it down to 18 pounds of
thrust. The Shock Jet is capable of 150 mph
speeds.
Construction: The model doesn’t come with
an assembly manual, because the easiest way
to maintain one is to make it available for
download on a Web site; TBM has done that.
It was nice to have the option to review that
document before purchasing the kit.
I started on the jet the day it arrived and
was surprised by how fast it went together.
The Shock Jet is made from laser-cut wood
and is covered with real UltraCote.
All control surfaces are already installed
and glued. Most of the holes are predrilled,
but I did have to drill some; that was not a
major deal. I tested all of the hinges, which
are the CA type, to make sure they were tight.
I started by gluing the wings together with
a 5-ton epoxy. I sanded the aluminum spar so
that the epoxy would bond to it. After that, I
started on the tail section. That was easy to do
too; everything fit perfectly. TBM even
supplied side rails for the elevator, for extra
support. I called it a night after that.
The next night I started installing the
servos and all linkages in the wing. I used a
hot piece of wire to cut all the servo holes.
This process works well, because it seals the
covering as you go along. TBM recommends
Hitec HS-645MG servos on all surfaces.
You have to drill the holes for the control
horns. The ball-joint linkages are heavy-duty.
The wing went together in probably an hour. I
used 5-ton epoxy on the tail section, too. I put
one servo on each elevator half, which is
overkill, but the extra safety is worth it.
You must glue two of the control links
together: one for the rudder and one for the
elevator—not a big deal. The whole tail
section snaps together in place and fits great
the first time.
Installing the front nose assembly was
difficult, because I had to build a long
extension to screw in the front nose-gear
support. That is a difficult task if you don’t
have the right tool. This could have been done
during assembly at the factory.
The Shock Jet comes with 3-inch wheels
with aluminum hubs. Nice! Bolts and nuts are
used to install the wheels. I did upgrade them
to heavy-duty wheel axles and 4-inch Sullivan
Products Skylite wheels.
The nose wheel itself was easy to install.
The jet uses a Fults brake system on the nose
wheel. The brake is a simple design; there is
nothing high-tech about it.
I have been told that this model doesn’t
need a brake, but it has to be there according
to AMA turbine rules. (Refer to Document
510-O on the AMA Web site.) The system is
basically a line with a spring between the two
and is activated with a miniservo. The brake
part is just a flapper that presses against the
wheel.
The Shock Jet comes with a 45° UAT
(Universal Air Trap) holder that you glue in
place. There is plenty of room for everything
up front. There is also a battery compartment
in the front, with a trap door on the bottom
side; it has a spring hinge installed. Even the
canopy has two spring-loaded hinges
installed.
The Shock Jet calls for a Du-Bro 50-ounce
fuel tank with the Super Bee. Since I was
going to use the Jet Central Super Falcon, I
needed something much bigger. I called Jet-
Tech to see what we could do.
I gave the company the measurements, and
the staff came up with a 93-ounce fuel cell for
me. I had to do some cutting to get it to fit on
the front tray, but it was minimal. You must
mount the tank before the engine.
Installing the engine took a bit of
modification too. The Super Bee and JetCat
turbines are a drop-in fit. I had to cut a section
from the bottom. It was easy to do. I also had
to redrill one set of holes to mount the engine.
That was all that was needed.
There is plenty of room to run all of the
wiring and turbine installation. I built a cradle
for the on/off valve and zip-tied it down.
You have to cut holes in the platform to tie
everything down. There is nothing in the
manual about where to place the components,
but there are pictures on the TBM Web site or
you can look at my picture. I had to put the
batteries and a bit of weight in the front nose,
which is easy to do because of the access
panel.
I had everything installed by Thursday
afternoon. The Shock Jet went from out of the
box to ready to test-fly in only four days.
Using a JR 10X system, I Y-harnessed the
flaps. The ailerons are set up on their own
channels, so you don’t need a fancy radio.
You have to build a starting tube so you
don’t burn up the model on a hot start. I made
mine from scrap plywood and a 4-inch dryer
vent tube. I did not enclose the top of the
starting tube because of uneven ground. That
way, you can move it around where you need
it.
The heat-proof foil tape on the bottom
works okay, but I think the flames would do a
number on the heat-shrink covering around it.
To help in this matter, make sure you shut off
the fuel valve.
I decided to go Lithium on this jet. I am
using TBM batteries, Fromeco flag switches,
and regulators—5200 mAh on the ECU and
2600 mAh on the receiver end, regulated to 6
volts.
I did a test on the power drain off of the
ECU and was surprised; after four runs at six
minutes each, it had used only 1000 mA. Not
bad. The receiver battery had used only 382
mA.
This is an unsophisticated, high-wing jet,
so I made it easy. There is no need to separate
everything unless you love to program your
radio.
I set the ailerons to 65% with no
exponential, rudder at 100% with no
exponential, and elevator at 75% with no
exponential. Flaps were initially set at 45%
for takeoff and 85% for landing. The only
thing I had to program was the nose wheel,
which I have set at 50%.
Setting up the steering is easy too. The
nose-wheel link is only 1-inch long. The servo
is next to the steering arm. The brake unit is a
miniservo. It, too, is next to the steering arm.
Tie the string to one end of the spring and
tie another piece to the other end. Tie one end
to the servo arm and the other to the brake, and
you are finished. That’s basically it on setup.
There are no retracts, gear doors, air cylinders,
or sequencers; it’s that easy.
The Shock Jet is carrying approximately
100 ounces of fuel onboard for the Artes JF-
100 Falcon turbine. That gives me roughly
seven minutes of fast and furious flying. If you
go with the recommended smaller Super Bee
or a JetCat, a 50-ounce tank will work fine.
Make sure to use an FOD (Foreign Object
Damage) screen. It is a wise and inexpensive
investment for your turbine!
Flying: The first flight was on the best day I
could have asked for here in the central US in
late September; it was 78° with winds out of
the south at 8 mph. I did one taxi run and all
was good, so I lined up the Shock Jet and
poured the coals to it.
What a rocket! And it was off of the ground
in nearly 30 feet, with no flaps. I had to put in
three clicks right and two clicks down, and it
was set.
After close to a minute and a half, it was
time to try out this model. I performed a snap
roll with it, which was perfect. Next were spins,
loops, rolls, inverted flight, high-speed turns,
knife edge, slow flybys, and stop?
Okay, testing the flaps got me. I forgot to
dial in elevator to compensate for the pitch, so I
had to do it manually. Talk about slow. This
thing almost stopped, and I still had full
control. I was so impressed that it took me by
surprise!
At that point, the first flight was great so far.
But then came the landing. I had no elevator
mix, so I lined up the jet on final and dropped
the flaps. It ballooned, so I put down-elevator
in it and pushed the nose back down.
After that, it settled in for a wonderful
landing with no brakes needed. The model
rolled approximately 25 feet and stopped.
The Shock Jet did everything I could throw
at it, and I loved it. I checked it out, took the
wing off to inspect, and all was okay. So I
dialed in some elevator mix and did it again.
I changed the flap setting to 40% for takeoff
and 80% for landing. I don’t use flaps for
takeoff, because you don’t need them unless
you want to get your airplane off of the ground
in 10-15 feet.
On later flights, everything went as it did on
the first. However, I did increase all throws to
100% with no exponential.
I did all of the crazy stuff again, and slow
flights were dead on. Granted, I got lucky on
the elevator mix the first time, and it was sweet.
The landing was even better too, and I still
didn’t need the brake.
The TBM Shock Jet flies identical to a big
trainer, but it can handle everything you can put
in it, at least up to 30 Gs. Rolls are terrific and
fast but controllable. Inverted is great. The
model can perform snaps, spins, tail slides,
loops, hammerheads, and knife-edge flight.
The Falcon is a great engine, and it gives
the model unlimited vertical performance—
even while carrying the extra weight. This is
not a Sunday flier; it is an everyday flier.
If you are looking for a nonscale jet and
don’t have a lot of money, the Shock Jet is for
you. You can have it in the air in roughly four
evenings. There is also room in the model to
add a smoke system.
Anyone who can handle an intermediate
aerobatic airplane can easily take on the TBM
Shock Jet—and do it for less than $3,000. If
you get a used turbine, please make sure that
you know what you are getting and you know
its history. MA
Gerry J. Hinshaw
[email protected]
Manufacturer/Distributor:
TBM
1650 Honore Ave.
Sarasota FL 34232
(941) 342-8685
www.troybuiltmodels.com
Sources:
Jet Artes Gulf Coast
(941) 468-1246
www.jetartes.com
Fromeco Scale Avionics LLC
(503) 766-3261
www.fromeco.org
Horizon Hobby, Inc.
(217) 352-1913
www.horizonhobby.com
Sullivan Products
(410) 732-3500
www.sullivanproducts.com
Jet-Tech fuel tanks:
Gary Mueller
(715) 272-1917
[email protected]
JetCat USA
(805) 226-8700
www.jetcatusa.com
Du-Bro
(800) 848-9411
www.dubro.com
Other Printed Reviews:
None known at date of publication.
Edition: Model Aviation - 2009/11
Page Numbers: 66,67,68,70
Edition: Model Aviation - 2009/11
Page Numbers: 66,67,68,70
66 MODEL AVIATION
GERRY J. HINSHAW
Plane Talk: Troy Built Models Shock Jet ARF
An inexpensive turbine-powered RC trainer
Slow flight is easy and controllable, with no bad habits. The flaps
are unnecessary for takeoff.
+•
Inexpensive.
• Easy to put together.
• No complicated retracts or gear doors.
• No special brakes.
• No special servos.
• Awesome flier at all speeds.
• All hardware included.
• You can download and print an updated manual from
the Internet.
-•
Need to make a special long driver to install nose-wheel
plate.
Pluses and Minuses
The Shock Jet is an ARF version of Laser Design Services’ JetMach 60. Many color choices are available.
I was lookIng for a jet that would work well on pavement
and on grass. Most of the fields I fly from are grass. I saw several
jets that fit the criteria, but I wanted something that would be able
to handle stunts, withstand hard landings, be able to slow down,
and be easy with which to train people.
I was also looking for a model that would accommodate a low
budget and wouldn’t take 15 high-end servos or a lot of fancy
programming or hardware. In addition, I wanted a jet I could fly
everyday, wind or no wind, with crosswinds, or right down the
runway.
I saw the Troy Built Models (TBM) Shock Jet and was truly
amazed by it. I did some research on the model and decided that
this was the aircraft—not only because of its performance or its
ability to take off in 30 feet or less, but also because it’s an ARF.
However, I was very skeptical about it at first! An ARF jet that
is available for $300 with the purchase of a turbine engine or
$500 without and is capable of handling 30 Gs?
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:18 AM Page 66
November 2009 67
Takeoffs are short and easy to control. The author had his review
aircraft ready to fly in less than a week.
Installation is simple, and there is plenty of
room for the turbine and radio systems.
Neatness counts.
Cooldown is simple, once the engine is exposed. The hatches are
easy to secure and remove.
Above: Setup at the
field is fast and simple.
This model is like a
high-wing RC trainer,
except the engine is a
cool turbine.
Photos by the author and Kristy Hinshaw
Right: Startup is easy.
Make sure to use a turbine
exhaust extension; it will
keep the Shock Jet from
going up in flames if
there’s a hot start.
Model type: ARF sport turbine-powered jet (waiver
required)
Skill level: Intermediate builder, advanced pilot
Wingspan: 80.5 inches
Length: 73 inches
Weight: 13 pounds
Engine: 14- to 18-pound-thrust turbine
Radio: Six channels (minimum), eight servos
Construction: Laser-cut plywood and balsa
Covering/finish: UltraCote
Price: $499
Specifications
I was surprised by the fast shipping, and
the box was huge. I got it late on a Monday
afternoon. When I opened the box, I was
surprised by the packing; it was top-notch.
When I started going over the
aircraft piece by piece, I was shocked.
The construction was high in quality,
and so was the covering. I received a
generous hardware bag, and the control
horns and links were nice. The Shock
Jet was going to be great!
It is designed to take a turbine that has 10
to 18 pounds of thrust, but I did not buy the
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:19 AM Page 67
Fuel: Jet-A, 93-ounce Jet-Tech Kevlar tank
Radio system: JR 10X transmitter, Spektrum AR6200
receiver, Hitec HS-645MG servos, Fromeco 5200 mAh
ECU (electronic control unit) battery, Fromeco 2600 mAh
receiver battery
Ready-to-fly weight: 15 pounds
Flight duration: Seven minutes
Test-Model Details
Jet Central JF-50 Super Bee with the aircraft. I
opted to install Jet Central’s Artes JF-100
Falcon. Yes, I know that it is way too much
power, but I turned it down to 18 pounds of
thrust. The Shock Jet is capable of 150 mph
speeds.
Construction: The model doesn’t come with
an assembly manual, because the easiest way
to maintain one is to make it available for
download on a Web site; TBM has done that.
It was nice to have the option to review that
document before purchasing the kit.
I started on the jet the day it arrived and
was surprised by how fast it went together.
The Shock Jet is made from laser-cut wood
and is covered with real UltraCote.
All control surfaces are already installed
and glued. Most of the holes are predrilled,
but I did have to drill some; that was not a
major deal. I tested all of the hinges, which
are the CA type, to make sure they were tight.
I started by gluing the wings together with
a 5-ton epoxy. I sanded the aluminum spar so
that the epoxy would bond to it. After that, I
started on the tail section. That was easy to do
too; everything fit perfectly. TBM even
supplied side rails for the elevator, for extra
support. I called it a night after that.
The next night I started installing the
servos and all linkages in the wing. I used a
hot piece of wire to cut all the servo holes.
This process works well, because it seals the
covering as you go along. TBM recommends
Hitec HS-645MG servos on all surfaces.
You have to drill the holes for the control
horns. The ball-joint linkages are heavy-duty.
The wing went together in probably an hour. I
used 5-ton epoxy on the tail section, too. I put
one servo on each elevator half, which is
overkill, but the extra safety is worth it.
You must glue two of the control links
together: one for the rudder and one for the
elevator—not a big deal. The whole tail
section snaps together in place and fits great
the first time.
Installing the front nose assembly was
difficult, because I had to build a long
extension to screw in the front nose-gear
support. That is a difficult task if you don’t
have the right tool. This could have been done
during assembly at the factory.
The Shock Jet comes with 3-inch wheels
with aluminum hubs. Nice! Bolts and nuts are
used to install the wheels. I did upgrade them
to heavy-duty wheel axles and 4-inch Sullivan
Products Skylite wheels.
The nose wheel itself was easy to install.
The jet uses a Fults brake system on the nose
wheel. The brake is a simple design; there is
nothing high-tech about it.
I have been told that this model doesn’t
need a brake, but it has to be there according
to AMA turbine rules. (Refer to Document
510-O on the AMA Web site.) The system is
basically a line with a spring between the two
and is activated with a miniservo. The brake
part is just a flapper that presses against the
wheel.
The Shock Jet comes with a 45° UAT
(Universal Air Trap) holder that you glue in
place. There is plenty of room for everything
up front. There is also a battery compartment
in the front, with a trap door on the bottom
side; it has a spring hinge installed. Even the
canopy has two spring-loaded hinges
installed.
The Shock Jet calls for a Du-Bro 50-ounce
fuel tank with the Super Bee. Since I was
going to use the Jet Central Super Falcon, I
needed something much bigger. I called Jet-
Tech to see what we could do.
I gave the company the measurements, and
the staff came up with a 93-ounce fuel cell for
me. I had to do some cutting to get it to fit on
the front tray, but it was minimal. You must
mount the tank before the engine.
Installing the engine took a bit of
modification too. The Super Bee and JetCat
turbines are a drop-in fit. I had to cut a section
from the bottom. It was easy to do. I also had
to redrill one set of holes to mount the engine.
That was all that was needed.
There is plenty of room to run all of the
wiring and turbine installation. I built a cradle
for the on/off valve and zip-tied it down.
You have to cut holes in the platform to tie
everything down. There is nothing in the
manual about where to place the components,
but there are pictures on the TBM Web site or
you can look at my picture. I had to put the
batteries and a bit of weight in the front nose,
which is easy to do because of the access
panel.
I had everything installed by Thursday
afternoon. The Shock Jet went from out of the
box to ready to test-fly in only four days.
Using a JR 10X system, I Y-harnessed the
flaps. The ailerons are set up on their own
channels, so you don’t need a fancy radio.
You have to build a starting tube so you
don’t burn up the model on a hot start. I made
mine from scrap plywood and a 4-inch dryer
vent tube. I did not enclose the top of the
starting tube because of uneven ground. That
way, you can move it around where you need
it.
The heat-proof foil tape on the bottom
works okay, but I think the flames would do a
number on the heat-shrink covering around it.
To help in this matter, make sure you shut off
the fuel valve.
I decided to go Lithium on this jet. I am
using TBM batteries, Fromeco flag switches,
and regulators—5200 mAh on the ECU and
2600 mAh on the receiver end, regulated to 6
volts.
I did a test on the power drain off of the
ECU and was surprised; after four runs at six
minutes each, it had used only 1000 mA. Not
bad. The receiver battery had used only 382
mA.
This is an unsophisticated, high-wing jet,
so I made it easy. There is no need to separate
everything unless you love to program your
radio.
I set the ailerons to 65% with no
exponential, rudder at 100% with no
exponential, and elevator at 75% with no
exponential. Flaps were initially set at 45%
for takeoff and 85% for landing. The only
thing I had to program was the nose wheel,
which I have set at 50%.
Setting up the steering is easy too. The
nose-wheel link is only 1-inch long. The servo
is next to the steering arm. The brake unit is a
miniservo. It, too, is next to the steering arm.
Tie the string to one end of the spring and
tie another piece to the other end. Tie one end
to the servo arm and the other to the brake, and
you are finished. That’s basically it on setup.
There are no retracts, gear doors, air cylinders,
or sequencers; it’s that easy.
The Shock Jet is carrying approximately
100 ounces of fuel onboard for the Artes JF-
100 Falcon turbine. That gives me roughly
seven minutes of fast and furious flying. If you
go with the recommended smaller Super Bee
or a JetCat, a 50-ounce tank will work fine.
Make sure to use an FOD (Foreign Object
Damage) screen. It is a wise and inexpensive
investment for your turbine!
Flying: The first flight was on the best day I
could have asked for here in the central US in
late September; it was 78° with winds out of
the south at 8 mph. I did one taxi run and all
was good, so I lined up the Shock Jet and
poured the coals to it.
What a rocket! And it was off of the ground
in nearly 30 feet, with no flaps. I had to put in
three clicks right and two clicks down, and it
was set.
After close to a minute and a half, it was
time to try out this model. I performed a snap
roll with it, which was perfect. Next were spins,
loops, rolls, inverted flight, high-speed turns,
knife edge, slow flybys, and stop?
Okay, testing the flaps got me. I forgot to
dial in elevator to compensate for the pitch, so I
had to do it manually. Talk about slow. This
thing almost stopped, and I still had full
control. I was so impressed that it took me by
surprise!
At that point, the first flight was great so far.
But then came the landing. I had no elevator
mix, so I lined up the jet on final and dropped
the flaps. It ballooned, so I put down-elevator
in it and pushed the nose back down.
After that, it settled in for a wonderful
landing with no brakes needed. The model
rolled approximately 25 feet and stopped.
The Shock Jet did everything I could throw
at it, and I loved it. I checked it out, took the
wing off to inspect, and all was okay. So I
dialed in some elevator mix and did it again.
I changed the flap setting to 40% for takeoff
and 80% for landing. I don’t use flaps for
takeoff, because you don’t need them unless
you want to get your airplane off of the ground
in 10-15 feet.
On later flights, everything went as it did on
the first. However, I did increase all throws to
100% with no exponential.
I did all of the crazy stuff again, and slow
flights were dead on. Granted, I got lucky on
the elevator mix the first time, and it was sweet.
The landing was even better too, and I still
didn’t need the brake.
The TBM Shock Jet flies identical to a big
trainer, but it can handle everything you can put
in it, at least up to 30 Gs. Rolls are terrific and
fast but controllable. Inverted is great. The
model can perform snaps, spins, tail slides,
loops, hammerheads, and knife-edge flight.
The Falcon is a great engine, and it gives
the model unlimited vertical performance—
even while carrying the extra weight. This is
not a Sunday flier; it is an everyday flier.
If you are looking for a nonscale jet and
don’t have a lot of money, the Shock Jet is for
you. You can have it in the air in roughly four
evenings. There is also room in the model to
add a smoke system.
Anyone who can handle an intermediate
aerobatic airplane can easily take on the TBM
Shock Jet—and do it for less than $3,000. If
you get a used turbine, please make sure that
you know what you are getting and you know
its history. MA
Gerry J. Hinshaw
[email protected]
Manufacturer/Distributor:
TBM
1650 Honore Ave.
Sarasota FL 34232
(941) 342-8685
www.troybuiltmodels.com
Sources:
Jet Artes Gulf Coast
(941) 468-1246
www.jetartes.com
Fromeco Scale Avionics LLC
(503) 766-3261
www.fromeco.org
Horizon Hobby, Inc.
(217) 352-1913
www.horizonhobby.com
Sullivan Products
(410) 732-3500
www.sullivanproducts.com
Jet-Tech fuel tanks:
Gary Mueller
(715) 272-1917
[email protected]
JetCat USA
(805) 226-8700
www.jetcatusa.com
Du-Bro
(800) 848-9411
www.dubro.com
Other Printed Reviews:
None known at date of publication.
Edition: Model Aviation - 2009/11
Page Numbers: 66,67,68,70
66 MODEL AVIATION
GERRY J. HINSHAW
Plane Talk: Troy Built Models Shock Jet ARF
An inexpensive turbine-powered RC trainer
Slow flight is easy and controllable, with no bad habits. The flaps
are unnecessary for takeoff.
+•
Inexpensive.
• Easy to put together.
• No complicated retracts or gear doors.
• No special brakes.
• No special servos.
• Awesome flier at all speeds.
• All hardware included.
• You can download and print an updated manual from
the Internet.
-•
Need to make a special long driver to install nose-wheel
plate.
Pluses and Minuses
The Shock Jet is an ARF version of Laser Design Services’ JetMach 60. Many color choices are available.
I was lookIng for a jet that would work well on pavement
and on grass. Most of the fields I fly from are grass. I saw several
jets that fit the criteria, but I wanted something that would be able
to handle stunts, withstand hard landings, be able to slow down,
and be easy with which to train people.
I was also looking for a model that would accommodate a low
budget and wouldn’t take 15 high-end servos or a lot of fancy
programming or hardware. In addition, I wanted a jet I could fly
everyday, wind or no wind, with crosswinds, or right down the
runway.
I saw the Troy Built Models (TBM) Shock Jet and was truly
amazed by it. I did some research on the model and decided that
this was the aircraft—not only because of its performance or its
ability to take off in 30 feet or less, but also because it’s an ARF.
However, I was very skeptical about it at first! An ARF jet that
is available for $300 with the purchase of a turbine engine or
$500 without and is capable of handling 30 Gs?
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:18 AM Page 66
November 2009 67
Takeoffs are short and easy to control. The author had his review
aircraft ready to fly in less than a week.
Installation is simple, and there is plenty of
room for the turbine and radio systems.
Neatness counts.
Cooldown is simple, once the engine is exposed. The hatches are
easy to secure and remove.
Above: Setup at the
field is fast and simple.
This model is like a
high-wing RC trainer,
except the engine is a
cool turbine.
Photos by the author and Kristy Hinshaw
Right: Startup is easy.
Make sure to use a turbine
exhaust extension; it will
keep the Shock Jet from
going up in flames if
there’s a hot start.
Model type: ARF sport turbine-powered jet (waiver
required)
Skill level: Intermediate builder, advanced pilot
Wingspan: 80.5 inches
Length: 73 inches
Weight: 13 pounds
Engine: 14- to 18-pound-thrust turbine
Radio: Six channels (minimum), eight servos
Construction: Laser-cut plywood and balsa
Covering/finish: UltraCote
Price: $499
Specifications
I was surprised by the fast shipping, and
the box was huge. I got it late on a Monday
afternoon. When I opened the box, I was
surprised by the packing; it was top-notch.
When I started going over the
aircraft piece by piece, I was shocked.
The construction was high in quality,
and so was the covering. I received a
generous hardware bag, and the control
horns and links were nice. The Shock
Jet was going to be great!
It is designed to take a turbine that has 10
to 18 pounds of thrust, but I did not buy the
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:19 AM Page 67
Fuel: Jet-A, 93-ounce Jet-Tech Kevlar tank
Radio system: JR 10X transmitter, Spektrum AR6200
receiver, Hitec HS-645MG servos, Fromeco 5200 mAh
ECU (electronic control unit) battery, Fromeco 2600 mAh
receiver battery
Ready-to-fly weight: 15 pounds
Flight duration: Seven minutes
Test-Model Details
Jet Central JF-50 Super Bee with the aircraft. I
opted to install Jet Central’s Artes JF-100
Falcon. Yes, I know that it is way too much
power, but I turned it down to 18 pounds of
thrust. The Shock Jet is capable of 150 mph
speeds.
Construction: The model doesn’t come with
an assembly manual, because the easiest way
to maintain one is to make it available for
download on a Web site; TBM has done that.
It was nice to have the option to review that
document before purchasing the kit.
I started on the jet the day it arrived and
was surprised by how fast it went together.
The Shock Jet is made from laser-cut wood
and is covered with real UltraCote.
All control surfaces are already installed
and glued. Most of the holes are predrilled,
but I did have to drill some; that was not a
major deal. I tested all of the hinges, which
are the CA type, to make sure they were tight.
I started by gluing the wings together with
a 5-ton epoxy. I sanded the aluminum spar so
that the epoxy would bond to it. After that, I
started on the tail section. That was easy to do
too; everything fit perfectly. TBM even
supplied side rails for the elevator, for extra
support. I called it a night after that.
The next night I started installing the
servos and all linkages in the wing. I used a
hot piece of wire to cut all the servo holes.
This process works well, because it seals the
covering as you go along. TBM recommends
Hitec HS-645MG servos on all surfaces.
You have to drill the holes for the control
horns. The ball-joint linkages are heavy-duty.
The wing went together in probably an hour. I
used 5-ton epoxy on the tail section, too. I put
one servo on each elevator half, which is
overkill, but the extra safety is worth it.
You must glue two of the control links
together: one for the rudder and one for the
elevator—not a big deal. The whole tail
section snaps together in place and fits great
the first time.
Installing the front nose assembly was
difficult, because I had to build a long
extension to screw in the front nose-gear
support. That is a difficult task if you don’t
have the right tool. This could have been done
during assembly at the factory.
The Shock Jet comes with 3-inch wheels
with aluminum hubs. Nice! Bolts and nuts are
used to install the wheels. I did upgrade them
to heavy-duty wheel axles and 4-inch Sullivan
Products Skylite wheels.
The nose wheel itself was easy to install.
The jet uses a Fults brake system on the nose
wheel. The brake is a simple design; there is
nothing high-tech about it.
I have been told that this model doesn’t
need a brake, but it has to be there according
to AMA turbine rules. (Refer to Document
510-O on the AMA Web site.) The system is
basically a line with a spring between the two
and is activated with a miniservo. The brake
part is just a flapper that presses against the
wheel.
The Shock Jet comes with a 45° UAT
(Universal Air Trap) holder that you glue in
place. There is plenty of room for everything
up front. There is also a battery compartment
in the front, with a trap door on the bottom
side; it has a spring hinge installed. Even the
canopy has two spring-loaded hinges
installed.
The Shock Jet calls for a Du-Bro 50-ounce
fuel tank with the Super Bee. Since I was
going to use the Jet Central Super Falcon, I
needed something much bigger. I called Jet-
Tech to see what we could do.
I gave the company the measurements, and
the staff came up with a 93-ounce fuel cell for
me. I had to do some cutting to get it to fit on
the front tray, but it was minimal. You must
mount the tank before the engine.
Installing the engine took a bit of
modification too. The Super Bee and JetCat
turbines are a drop-in fit. I had to cut a section
from the bottom. It was easy to do. I also had
to redrill one set of holes to mount the engine.
That was all that was needed.
There is plenty of room to run all of the
wiring and turbine installation. I built a cradle
for the on/off valve and zip-tied it down.
You have to cut holes in the platform to tie
everything down. There is nothing in the
manual about where to place the components,
but there are pictures on the TBM Web site or
you can look at my picture. I had to put the
batteries and a bit of weight in the front nose,
which is easy to do because of the access
panel.
I had everything installed by Thursday
afternoon. The Shock Jet went from out of the
box to ready to test-fly in only four days.
Using a JR 10X system, I Y-harnessed the
flaps. The ailerons are set up on their own
channels, so you don’t need a fancy radio.
You have to build a starting tube so you
don’t burn up the model on a hot start. I made
mine from scrap plywood and a 4-inch dryer
vent tube. I did not enclose the top of the
starting tube because of uneven ground. That
way, you can move it around where you need
it.
The heat-proof foil tape on the bottom
works okay, but I think the flames would do a
number on the heat-shrink covering around it.
To help in this matter, make sure you shut off
the fuel valve.
I decided to go Lithium on this jet. I am
using TBM batteries, Fromeco flag switches,
and regulators—5200 mAh on the ECU and
2600 mAh on the receiver end, regulated to 6
volts.
I did a test on the power drain off of the
ECU and was surprised; after four runs at six
minutes each, it had used only 1000 mA. Not
bad. The receiver battery had used only 382
mA.
This is an unsophisticated, high-wing jet,
so I made it easy. There is no need to separate
everything unless you love to program your
radio.
I set the ailerons to 65% with no
exponential, rudder at 100% with no
exponential, and elevator at 75% with no
exponential. Flaps were initially set at 45%
for takeoff and 85% for landing. The only
thing I had to program was the nose wheel,
which I have set at 50%.
Setting up the steering is easy too. The
nose-wheel link is only 1-inch long. The servo
is next to the steering arm. The brake unit is a
miniservo. It, too, is next to the steering arm.
Tie the string to one end of the spring and
tie another piece to the other end. Tie one end
to the servo arm and the other to the brake, and
you are finished. That’s basically it on setup.
There are no retracts, gear doors, air cylinders,
or sequencers; it’s that easy.
The Shock Jet is carrying approximately
100 ounces of fuel onboard for the Artes JF-
100 Falcon turbine. That gives me roughly
seven minutes of fast and furious flying. If you
go with the recommended smaller Super Bee
or a JetCat, a 50-ounce tank will work fine.
Make sure to use an FOD (Foreign Object
Damage) screen. It is a wise and inexpensive
investment for your turbine!
Flying: The first flight was on the best day I
could have asked for here in the central US in
late September; it was 78° with winds out of
the south at 8 mph. I did one taxi run and all
was good, so I lined up the Shock Jet and
poured the coals to it.
What a rocket! And it was off of the ground
in nearly 30 feet, with no flaps. I had to put in
three clicks right and two clicks down, and it
was set.
After close to a minute and a half, it was
time to try out this model. I performed a snap
roll with it, which was perfect. Next were spins,
loops, rolls, inverted flight, high-speed turns,
knife edge, slow flybys, and stop?
Okay, testing the flaps got me. I forgot to
dial in elevator to compensate for the pitch, so I
had to do it manually. Talk about slow. This
thing almost stopped, and I still had full
control. I was so impressed that it took me by
surprise!
At that point, the first flight was great so far.
But then came the landing. I had no elevator
mix, so I lined up the jet on final and dropped
the flaps. It ballooned, so I put down-elevator
in it and pushed the nose back down.
After that, it settled in for a wonderful
landing with no brakes needed. The model
rolled approximately 25 feet and stopped.
The Shock Jet did everything I could throw
at it, and I loved it. I checked it out, took the
wing off to inspect, and all was okay. So I
dialed in some elevator mix and did it again.
I changed the flap setting to 40% for takeoff
and 80% for landing. I don’t use flaps for
takeoff, because you don’t need them unless
you want to get your airplane off of the ground
in 10-15 feet.
On later flights, everything went as it did on
the first. However, I did increase all throws to
100% with no exponential.
I did all of the crazy stuff again, and slow
flights were dead on. Granted, I got lucky on
the elevator mix the first time, and it was sweet.
The landing was even better too, and I still
didn’t need the brake.
The TBM Shock Jet flies identical to a big
trainer, but it can handle everything you can put
in it, at least up to 30 Gs. Rolls are terrific and
fast but controllable. Inverted is great. The
model can perform snaps, spins, tail slides,
loops, hammerheads, and knife-edge flight.
The Falcon is a great engine, and it gives
the model unlimited vertical performance—
even while carrying the extra weight. This is
not a Sunday flier; it is an everyday flier.
If you are looking for a nonscale jet and
don’t have a lot of money, the Shock Jet is for
you. You can have it in the air in roughly four
evenings. There is also room in the model to
add a smoke system.
Anyone who can handle an intermediate
aerobatic airplane can easily take on the TBM
Shock Jet—and do it for less than $3,000. If
you get a used turbine, please make sure that
you know what you are getting and you know
its history. MA
Gerry J. Hinshaw
[email protected]
Manufacturer/Distributor:
TBM
1650 Honore Ave.
Sarasota FL 34232
(941) 342-8685
www.troybuiltmodels.com
Sources:
Jet Artes Gulf Coast
(941) 468-1246
www.jetartes.com
Fromeco Scale Avionics LLC
(503) 766-3261
www.fromeco.org
Horizon Hobby, Inc.
(217) 352-1913
www.horizonhobby.com
Sullivan Products
(410) 732-3500
www.sullivanproducts.com
Jet-Tech fuel tanks:
Gary Mueller
(715) 272-1917
[email protected]
JetCat USA
(805) 226-8700
www.jetcatusa.com
Du-Bro
(800) 848-9411
www.dubro.com
Other Printed Reviews:
None known at date of publication.
Edition: Model Aviation - 2009/11
Page Numbers: 66,67,68,70
66 MODEL AVIATION
GERRY J. HINSHAW
Plane Talk: Troy Built Models Shock Jet ARF
An inexpensive turbine-powered RC trainer
Slow flight is easy and controllable, with no bad habits. The flaps
are unnecessary for takeoff.
+•
Inexpensive.
• Easy to put together.
• No complicated retracts or gear doors.
• No special brakes.
• No special servos.
• Awesome flier at all speeds.
• All hardware included.
• You can download and print an updated manual from
the Internet.
-•
Need to make a special long driver to install nose-wheel
plate.
Pluses and Minuses
The Shock Jet is an ARF version of Laser Design Services’ JetMach 60. Many color choices are available.
I was lookIng for a jet that would work well on pavement
and on grass. Most of the fields I fly from are grass. I saw several
jets that fit the criteria, but I wanted something that would be able
to handle stunts, withstand hard landings, be able to slow down,
and be easy with which to train people.
I was also looking for a model that would accommodate a low
budget and wouldn’t take 15 high-end servos or a lot of fancy
programming or hardware. In addition, I wanted a jet I could fly
everyday, wind or no wind, with crosswinds, or right down the
runway.
I saw the Troy Built Models (TBM) Shock Jet and was truly
amazed by it. I did some research on the model and decided that
this was the aircraft—not only because of its performance or its
ability to take off in 30 feet or less, but also because it’s an ARF.
However, I was very skeptical about it at first! An ARF jet that
is available for $300 with the purchase of a turbine engine or
$500 without and is capable of handling 30 Gs?
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:18 AM Page 66
November 2009 67
Takeoffs are short and easy to control. The author had his review
aircraft ready to fly in less than a week.
Installation is simple, and there is plenty of
room for the turbine and radio systems.
Neatness counts.
Cooldown is simple, once the engine is exposed. The hatches are
easy to secure and remove.
Above: Setup at the
field is fast and simple.
This model is like a
high-wing RC trainer,
except the engine is a
cool turbine.
Photos by the author and Kristy Hinshaw
Right: Startup is easy.
Make sure to use a turbine
exhaust extension; it will
keep the Shock Jet from
going up in flames if
there’s a hot start.
Model type: ARF sport turbine-powered jet (waiver
required)
Skill level: Intermediate builder, advanced pilot
Wingspan: 80.5 inches
Length: 73 inches
Weight: 13 pounds
Engine: 14- to 18-pound-thrust turbine
Radio: Six channels (minimum), eight servos
Construction: Laser-cut plywood and balsa
Covering/finish: UltraCote
Price: $499
Specifications
I was surprised by the fast shipping, and
the box was huge. I got it late on a Monday
afternoon. When I opened the box, I was
surprised by the packing; it was top-notch.
When I started going over the
aircraft piece by piece, I was shocked.
The construction was high in quality,
and so was the covering. I received a
generous hardware bag, and the control
horns and links were nice. The Shock
Jet was going to be great!
It is designed to take a turbine that has 10
to 18 pounds of thrust, but I did not buy the
11sig2.QXD_00MSTRPG.QXD 9/25/09 10:19 AM Page 67
Fuel: Jet-A, 93-ounce Jet-Tech Kevlar tank
Radio system: JR 10X transmitter, Spektrum AR6200
receiver, Hitec HS-645MG servos, Fromeco 5200 mAh
ECU (electronic control unit) battery, Fromeco 2600 mAh
receiver battery
Ready-to-fly weight: 15 pounds
Flight duration: Seven minutes
Test-Model Details
Jet Central JF-50 Super Bee with the aircraft. I
opted to install Jet Central’s Artes JF-100
Falcon. Yes, I know that it is way too much
power, but I turned it down to 18 pounds of
thrust. The Shock Jet is capable of 150 mph
speeds.
Construction: The model doesn’t come with
an assembly manual, because the easiest way
to maintain one is to make it available for
download on a Web site; TBM has done that.
It was nice to have the option to review that
document before purchasing the kit.
I started on the jet the day it arrived and
was surprised by how fast it went together.
The Shock Jet is made from laser-cut wood
and is covered with real UltraCote.
All control surfaces are already installed
and glued. Most of the holes are predrilled,
but I did have to drill some; that was not a
major deal. I tested all of the hinges, which
are the CA type, to make sure they were tight.
I started by gluing the wings together with
a 5-ton epoxy. I sanded the aluminum spar so
that the epoxy would bond to it. After that, I
started on the tail section. That was easy to do
too; everything fit perfectly. TBM even
supplied side rails for the elevator, for extra
support. I called it a night after that.
The next night I started installing the
servos and all linkages in the wing. I used a
hot piece of wire to cut all the servo holes.
This process works well, because it seals the
covering as you go along. TBM recommends
Hitec HS-645MG servos on all surfaces.
You have to drill the holes for the control
horns. The ball-joint linkages are heavy-duty.
The wing went together in probably an hour. I
used 5-ton epoxy on the tail section, too. I put
one servo on each elevator half, which is
overkill, but the extra safety is worth it.
You must glue two of the control links
together: one for the rudder and one for the
elevator—not a big deal. The whole tail
section snaps together in place and fits great
the first time.
Installing the front nose assembly was
difficult, because I had to build a long
extension to screw in the front nose-gear
support. That is a difficult task if you don’t
have the right tool. This could have been done
during assembly at the factory.
The Shock Jet comes with 3-inch wheels
with aluminum hubs. Nice! Bolts and nuts are
used to install the wheels. I did upgrade them
to heavy-duty wheel axles and 4-inch Sullivan
Products Skylite wheels.
The nose wheel itself was easy to install.
The jet uses a Fults brake system on the nose
wheel. The brake is a simple design; there is
nothing high-tech about it.
I have been told that this model doesn’t
need a brake, but it has to be there according
to AMA turbine rules. (Refer to Document
510-O on the AMA Web site.) The system is
basically a line with a spring between the two
and is activated with a miniservo. The brake
part is just a flapper that presses against the
wheel.
The Shock Jet comes with a 45° UAT
(Universal Air Trap) holder that you glue in
place. There is plenty of room for everything
up front. There is also a battery compartment
in the front, with a trap door on the bottom
side; it has a spring hinge installed. Even the
canopy has two spring-loaded hinges
installed.
The Shock Jet calls for a Du-Bro 50-ounce
fuel tank with the Super Bee. Since I was
going to use the Jet Central Super Falcon, I
needed something much bigger. I called Jet-
Tech to see what we could do.
I gave the company the measurements, and
the staff came up with a 93-ounce fuel cell for
me. I had to do some cutting to get it to fit on
the front tray, but it was minimal. You must
mount the tank before the engine.
Installing the engine took a bit of
modification too. The Super Bee and JetCat
turbines are a drop-in fit. I had to cut a section
from the bottom. It was easy to do. I also had
to redrill one set of holes to mount the engine.
That was all that was needed.
There is plenty of room to run all of the
wiring and turbine installation. I built a cradle
for the on/off valve and zip-tied it down.
You have to cut holes in the platform to tie
everything down. There is nothing in the
manual about where to place the components,
but there are pictures on the TBM Web site or
you can look at my picture. I had to put the
batteries and a bit of weight in the front nose,
which is easy to do because of the access
panel.
I had everything installed by Thursday
afternoon. The Shock Jet went from out of the
box to ready to test-fly in only four days.
Using a JR 10X system, I Y-harnessed the
flaps. The ailerons are set up on their own
channels, so you don’t need a fancy radio.
You have to build a starting tube so you
don’t burn up the model on a hot start. I made
mine from scrap plywood and a 4-inch dryer
vent tube. I did not enclose the top of the
starting tube because of uneven ground. That
way, you can move it around where you need
it.
The heat-proof foil tape on the bottom
works okay, but I think the flames would do a
number on the heat-shrink covering around it.
To help in this matter, make sure you shut off
the fuel valve.
I decided to go Lithium on this jet. I am
using TBM batteries, Fromeco flag switches,
and regulators—5200 mAh on the ECU and
2600 mAh on the receiver end, regulated to 6
volts.
I did a test on the power drain off of the
ECU and was surprised; after four runs at six
minutes each, it had used only 1000 mA. Not
bad. The receiver battery had used only 382
mA.
This is an unsophisticated, high-wing jet,
so I made it easy. There is no need to separate
everything unless you love to program your
radio.
I set the ailerons to 65% with no
exponential, rudder at 100% with no
exponential, and elevator at 75% with no
exponential. Flaps were initially set at 45%
for takeoff and 85% for landing. The only
thing I had to program was the nose wheel,
which I have set at 50%.
Setting up the steering is easy too. The
nose-wheel link is only 1-inch long. The servo
is next to the steering arm. The brake unit is a
miniservo. It, too, is next to the steering arm.
Tie the string to one end of the spring and
tie another piece to the other end. Tie one end
to the servo arm and the other to the brake, and
you are finished. That’s basically it on setup.
There are no retracts, gear doors, air cylinders,
or sequencers; it’s that easy.
The Shock Jet is carrying approximately
100 ounces of fuel onboard for the Artes JF-
100 Falcon turbine. That gives me roughly
seven minutes of fast and furious flying. If you
go with the recommended smaller Super Bee
or a JetCat, a 50-ounce tank will work fine.
Make sure to use an FOD (Foreign Object
Damage) screen. It is a wise and inexpensive
investment for your turbine!
Flying: The first flight was on the best day I
could have asked for here in the central US in
late September; it was 78° with winds out of
the south at 8 mph. I did one taxi run and all
was good, so I lined up the Shock Jet and
poured the coals to it.
What a rocket! And it was off of the ground
in nearly 30 feet, with no flaps. I had to put in
three clicks right and two clicks down, and it
was set.
After close to a minute and a half, it was
time to try out this model. I performed a snap
roll with it, which was perfect. Next were spins,
loops, rolls, inverted flight, high-speed turns,
knife edge, slow flybys, and stop?
Okay, testing the flaps got me. I forgot to
dial in elevator to compensate for the pitch, so I
had to do it manually. Talk about slow. This
thing almost stopped, and I still had full
control. I was so impressed that it took me by
surprise!
At that point, the first flight was great so far.
But then came the landing. I had no elevator
mix, so I lined up the jet on final and dropped
the flaps. It ballooned, so I put down-elevator
in it and pushed the nose back down.
After that, it settled in for a wonderful
landing with no brakes needed. The model
rolled approximately 25 feet and stopped.
The Shock Jet did everything I could throw
at it, and I loved it. I checked it out, took the
wing off to inspect, and all was okay. So I
dialed in some elevator mix and did it again.
I changed the flap setting to 40% for takeoff
and 80% for landing. I don’t use flaps for
takeoff, because you don’t need them unless
you want to get your airplane off of the ground
in 10-15 feet.
On later flights, everything went as it did on
the first. However, I did increase all throws to
100% with no exponential.
I did all of the crazy stuff again, and slow
flights were dead on. Granted, I got lucky on
the elevator mix the first time, and it was sweet.
The landing was even better too, and I still
didn’t need the brake.
The TBM Shock Jet flies identical to a big
trainer, but it can handle everything you can put
in it, at least up to 30 Gs. Rolls are terrific and
fast but controllable. Inverted is great. The
model can perform snaps, spins, tail slides,
loops, hammerheads, and knife-edge flight.
The Falcon is a great engine, and it gives
the model unlimited vertical performance—
even while carrying the extra weight. This is
not a Sunday flier; it is an everyday flier.
If you are looking for a nonscale jet and
don’t have a lot of money, the Shock Jet is for
you. You can have it in the air in roughly four
evenings. There is also room in the model to
add a smoke system.
Anyone who can handle an intermediate
aerobatic airplane can easily take on the TBM
Shock Jet—and do it for less than $3,000. If
you get a used turbine, please make sure that
you know what you are getting and you know
its history. MA
Gerry J. Hinshaw
[email protected]
Manufacturer/Distributor:
TBM
1650 Honore Ave.
Sarasota FL 34232
(941) 342-8685
www.troybuiltmodels.com
Sources:
Jet Artes Gulf Coast
(941) 468-1246
www.jetartes.com
Fromeco Scale Avionics LLC
(503) 766-3261
www.fromeco.org
Horizon Hobby, Inc.
(217) 352-1913
www.horizonhobby.com
Sullivan Products
(410) 732-3500
www.sullivanproducts.com
Jet-Tech fuel tanks:
Gary Mueller
(715) 272-1917
[email protected]
JetCat USA
(805) 226-8700
www.jetcatusa.com
Du-Bro
(800) 848-9411
www.dubro.com
Other Printed Reviews:
None known at date of publication.