100 MODEL AVIATION
NEW KITS are coming to market quickly these days, and it’s hard
to keep up. They are making it to the flying fields now, so let’s
discuss some of them. The Century Jet Models Talon, the Golden
West Models Blade, and the Bob Violett Models (BVM) F-86 Sabre
and BobCat are the subjects for this month.
Brent Wilson has a nice-flying Talon with a RAM 750 18-poundthrust
turbine. Lewis Patton has been putting in some excellent
flights with this model. Lewis reports that it has good aerobatic
characteristics similar to the older-style Pattern models. Lewis can
lay out some long, flat, slow rolls with this jet; they go on forever.
The model is a bit large, providing a nice appearance in flight and
comfortable landing speeds as compared to the typical jet model.
The Talon appears to be coming on as a fine jet for a sport
modeler. The kit is highly prefabricated, primarily made from
molded composites. Most of the work to be done on this kit involves
installing systems and applying finish paint. For additional
information, check out Century Jet Models’ Web site at
www.centuryjet.com/.
I just started flying my new Golden West Models Blade. This
design is intended to be an introductory sport jet. It is a flying-wing
design. The plug-in wing panels are of composite construction as are
the fins.
Unlike many existing designs in this category, the Blade includes
a fully cowled turbine. Minimal inlet ducting is required, and when
the hatch is removed the turbine is fully exposed; only this hatch
covers the engine. You can run the turbine with the hatch removed
and view the status of the engine before flight, then simply secure the
hatch and fly.
The Blade is a fast sport model, but, like most delta-wing aircraft,
it can be slowed to comfortable landing speeds. It tracks well, and
with its centerline thrust position it has virtually no pitch trim change
with throttle changes. The Blade is very aerobatic, even at moderate
cruise speeds. Full power is required only to go vertical.
One neat thing about this model is that there is plenty of room for
fuel tanks. I am running two 24-ounce header tanks just ahead of the
landing gear and one main 40-ounce tank, also just ahead of the
center of gravity. Total weight is 88 ounces, and the tanks are close
enough to the center of gravity to make trim changes unnecessary as
the fuel burns off. The fuel tanks are standard giant-scale tanks; no
special composite tanks are required.
I am flying my Blade with a JetCat P-80 17-pound-thrust turbine.
The empty weight is roughly 19 pounds, making performance quite
impressive. More power is not required, but I know some pilots will
go for more.
I am quite pleased with this fully molded, simple-to-assemble
model. Additional information on the Blade and kit options can be
found on the Golden West Models Web site at
www.goldenwestmodels.net.
The next model—and one kit I particularly like—is the new F-86
Sabre from BVM. Bob has re-engineered the old F-86 specifically
for turbine power, but the upgrades do not end there. The molds are
new, the construction methods are completely changed, and the
features are impressive. Bob has put many years of experience and
love into this kit. It is designed and manufactured with attention to
detail for the jet modeler.
The new BVM F-86 Sabre is based on the larger 6-3 wing. What
is that? The later F-86s had a wing with a longer chord—an
additional 6 inches at the center-section and 3 inches at the wingtip.
Jim Hiller, 6090 Downs Rd., Champion OH 44481
RADIO CONTROL JETS
The Blade sport jet features easy access to its enclosed turbine.
All-composite construction makes for minimal building time.
Kenneth Hartsfield’s (Fayetteville NC) gorgeous, nice-flying BVM
BobCat is powered by an AMT AT-180 turbine.
Brent Wilson’s Talon has been tearing up the Midwestern skies.
It has a RAM 750 turbine and Century Jet Models landing gear.
02sig4.QXD 11.21.02 1:30 pm Page 100
instruction manual specific to your turbine
installation. This comprehensive manual
covers many unique features of this model.
The manual reflects the details in developing
the complete BVM F-86 Sabre kit.
The wings come as obechi-sheeted foam
and include prehinged ailerons. The hinge
consists of a full-length strip of Kevlar
epoxied in place under the wing skin as part
of the prefabrication process.
The fin and stabilizers are removable for
storage, greatly improving the packaging for
shipping. An aluminum block secures the fin
post to the fuselage, and laser-cut carbonfiber
stabilizer spars are then bolted to the
fuselage. Access to the stabilizer screws is
through the opening left after the fin is
removed.
I thought such a process would be
difficult since the fin is not that wide, but
because of a well-planned break point, which
includes some fillet area, the access is
excellent. Bob showed just how easy it is by
only taking a few seconds to remove the fin,
a couple more to pull the two bolts holding
each stabilizer and unplug the servos, and he
was done.
Servo pockets are cut into the wing and
stabilizers to perfectly fit the laser-cut servo
mounts and hatches that come with the kit.
This simplifies the job of cutting and fitting
hatches, saving the builder a couple of hours
of detail building time. The accuracy of
machine-cut and laser-cut parts as used in
this kit greatly simplifies the builder’s
workload.
Jerry Kerr of Columbus, Ohio, allowed
me the privilege of flying his BVM Sabre at
this year’s Heart of Ohio Jet Scramble. He
powered his F-86 with an AMT AT-180
turbine. It has been awhile since I flew an F-
86. What a pleasure to fly an award-winning
model such as Jerry’s.
The F-86 is a wonderful Scale jet. Its
flight characteristics are so honest. The first
thing you notice is the takeoff roll. It tracks
like it is on rails, and corrections to the
heading are predictable. It helps when the
aircraft is as well aligned and set up as Jerry
Kerr’s. It just makes a good airplane better.
The Sabre is a clean design, and power
must be used with discretion to avoid
overspeeding the airframe, but don’t kid
yourself; it is fast. It looks great flying at
one-third throttle, but full power sure makes
it haul tail.
Setting up for landing, the BVM Sabre is
aided with flaps. By lowering the landing
gear and flaps, the associated drag makes
slowing down for landing a simplified task.
The rate of descent on final is comfortable,
with all the drag allowing pinpoint accuracy
in landings. Pitch control during the
approach and final flare is predictable with
the Sabre, allowing smooth, pretty landings.
My overall impression of flying the BVM F-
86 Sabre is that I still like it even after all
these years.
Another model that I had an opportunity
to fly at the Heart of Ohio Jet Scramble was
Kenneth Hartsfield’s BVM BobCat. Kenneth
is a Navy SEAL instructor and one of the
brave men doing such a wonderful job of
protecting our country during these troubled
times. It was an honor to fly his jet.
This model is set up with a JR radio, an
AMT 180 turbine, and no rudder gyro. This
concerned me a bit because some pilots have
reported a need for a gyro on the BobCat,
particularly on landing with all the drag of
the landing-gear doors extended.
Kenneth turned his BobCat over to me for
a couple of flights. His new model has to be
one of the most accurate, straightest, and
well-set-up models you will ever find, and it
looks great too. No trim changes, not even
rate changes, had to be made; it is set up
exactly the way BVM instructs.
The first thing you notice when you walk
up to a BobCat is the downthrust in the
turbine. It must have 2-3° of downthrust—
something to take note of later in flight.
This model is powered by an AMT 180
turbine, and you know the difference even
when you taxi. AMT turbines have an
incredibly fast throttle response, especially
from one-quarter throttle up. There is no
other turbine like it. The takeoffs, even in
mild crosswinds, are dead straight. That
wide-stance landing gear and good weight on
the nose gear make required corrections
accurate and predictable.
The BobCat’s large, fat wing gets it off
the ground quickly and at slow speeds
compared with most jet models. Looping
maneuvers are smooth and simple at all
speeds from 80 mph through top speeds
exceeding 180 mph.
Humpty Bumps go vertical forever, and
you throttle back to keep it from going too
high. You can pull or push a BobCat over
the top of a Humpty Bump. Up-elevator is a
little soft when going slow over the top. It’s
easier to push when slow, but it will pull
over the top at all speeds.
Slow rolls, point rolls, and knife-edge
flight are as good as any Pattern airplane—
kind of a surprise considering its twin-boom
layout. Cruise speed to full-throttle slow
rolls are effortless, and you can go as slow
as you want for as long as you want. It will
hold altitude.
The most impressive part of flying
Kenneth’s BobCat was that there was no
trim change with throttle changes. From
slow cruise to full-power passes, it tracked
straight. There was no climbing at higher
throttle settings or airspeeds. Throttle input
does not push the nose down. It accelerates
straight, and with that AMT 180 we are
talking about instant acceleration.
The BobCat sets up nicely for landing;
all the tricks with the landing-gear doors and
the large, fat wing slow this aircraft down.
The descent rate is good, then a smooth
elevator response makes for an easy flare to
landing. This airplane makes you look good.
I thank these master builders, Jerry and
Kenneth, who trusted me and allowed me to
fly their stunningly beautiful models for this
review.
I hope you enjoyed gaining a little more
insight into some of the new turbine models
on the market. These are just a few of the
kits available to the turbine modeler.
It’s time to kick the tires and light the
fires because we’re heading to Superman in
a few hours. MA
Edition: Model Aviation - 2003/02
Page Numbers: 100,103,106,107
Edition: Model Aviation - 2003/02
Page Numbers: 100,103,106,107
100 MODEL AVIATION
NEW KITS are coming to market quickly these days, and it’s hard
to keep up. They are making it to the flying fields now, so let’s
discuss some of them. The Century Jet Models Talon, the Golden
West Models Blade, and the Bob Violett Models (BVM) F-86 Sabre
and BobCat are the subjects for this month.
Brent Wilson has a nice-flying Talon with a RAM 750 18-poundthrust
turbine. Lewis Patton has been putting in some excellent
flights with this model. Lewis reports that it has good aerobatic
characteristics similar to the older-style Pattern models. Lewis can
lay out some long, flat, slow rolls with this jet; they go on forever.
The model is a bit large, providing a nice appearance in flight and
comfortable landing speeds as compared to the typical jet model.
The Talon appears to be coming on as a fine jet for a sport
modeler. The kit is highly prefabricated, primarily made from
molded composites. Most of the work to be done on this kit involves
installing systems and applying finish paint. For additional
information, check out Century Jet Models’ Web site at
www.centuryjet.com/.
I just started flying my new Golden West Models Blade. This
design is intended to be an introductory sport jet. It is a flying-wing
design. The plug-in wing panels are of composite construction as are
the fins.
Unlike many existing designs in this category, the Blade includes
a fully cowled turbine. Minimal inlet ducting is required, and when
the hatch is removed the turbine is fully exposed; only this hatch
covers the engine. You can run the turbine with the hatch removed
and view the status of the engine before flight, then simply secure the
hatch and fly.
The Blade is a fast sport model, but, like most delta-wing aircraft,
it can be slowed to comfortable landing speeds. It tracks well, and
with its centerline thrust position it has virtually no pitch trim change
with throttle changes. The Blade is very aerobatic, even at moderate
cruise speeds. Full power is required only to go vertical.
One neat thing about this model is that there is plenty of room for
fuel tanks. I am running two 24-ounce header tanks just ahead of the
landing gear and one main 40-ounce tank, also just ahead of the
center of gravity. Total weight is 88 ounces, and the tanks are close
enough to the center of gravity to make trim changes unnecessary as
the fuel burns off. The fuel tanks are standard giant-scale tanks; no
special composite tanks are required.
I am flying my Blade with a JetCat P-80 17-pound-thrust turbine.
The empty weight is roughly 19 pounds, making performance quite
impressive. More power is not required, but I know some pilots will
go for more.
I am quite pleased with this fully molded, simple-to-assemble
model. Additional information on the Blade and kit options can be
found on the Golden West Models Web site at
www.goldenwestmodels.net.
The next model—and one kit I particularly like—is the new F-86
Sabre from BVM. Bob has re-engineered the old F-86 specifically
for turbine power, but the upgrades do not end there. The molds are
new, the construction methods are completely changed, and the
features are impressive. Bob has put many years of experience and
love into this kit. It is designed and manufactured with attention to
detail for the jet modeler.
The new BVM F-86 Sabre is based on the larger 6-3 wing. What
is that? The later F-86s had a wing with a longer chord—an
additional 6 inches at the center-section and 3 inches at the wingtip.
Jim Hiller, 6090 Downs Rd., Champion OH 44481
RADIO CONTROL JETS
The Blade sport jet features easy access to its enclosed turbine.
All-composite construction makes for minimal building time.
Kenneth Hartsfield’s (Fayetteville NC) gorgeous, nice-flying BVM
BobCat is powered by an AMT AT-180 turbine.
Brent Wilson’s Talon has been tearing up the Midwestern skies.
It has a RAM 750 turbine and Century Jet Models landing gear.
02sig4.QXD 11.21.02 1:30 pm Page 100
instruction manual specific to your turbine
installation. This comprehensive manual
covers many unique features of this model.
The manual reflects the details in developing
the complete BVM F-86 Sabre kit.
The wings come as obechi-sheeted foam
and include prehinged ailerons. The hinge
consists of a full-length strip of Kevlar
epoxied in place under the wing skin as part
of the prefabrication process.
The fin and stabilizers are removable for
storage, greatly improving the packaging for
shipping. An aluminum block secures the fin
post to the fuselage, and laser-cut carbonfiber
stabilizer spars are then bolted to the
fuselage. Access to the stabilizer screws is
through the opening left after the fin is
removed.
I thought such a process would be
difficult since the fin is not that wide, but
because of a well-planned break point, which
includes some fillet area, the access is
excellent. Bob showed just how easy it is by
only taking a few seconds to remove the fin,
a couple more to pull the two bolts holding
each stabilizer and unplug the servos, and he
was done.
Servo pockets are cut into the wing and
stabilizers to perfectly fit the laser-cut servo
mounts and hatches that come with the kit.
This simplifies the job of cutting and fitting
hatches, saving the builder a couple of hours
of detail building time. The accuracy of
machine-cut and laser-cut parts as used in
this kit greatly simplifies the builder’s
workload.
Jerry Kerr of Columbus, Ohio, allowed
me the privilege of flying his BVM Sabre at
this year’s Heart of Ohio Jet Scramble. He
powered his F-86 with an AMT AT-180
turbine. It has been awhile since I flew an F-
86. What a pleasure to fly an award-winning
model such as Jerry’s.
The F-86 is a wonderful Scale jet. Its
flight characteristics are so honest. The first
thing you notice is the takeoff roll. It tracks
like it is on rails, and corrections to the
heading are predictable. It helps when the
aircraft is as well aligned and set up as Jerry
Kerr’s. It just makes a good airplane better.
The Sabre is a clean design, and power
must be used with discretion to avoid
overspeeding the airframe, but don’t kid
yourself; it is fast. It looks great flying at
one-third throttle, but full power sure makes
it haul tail.
Setting up for landing, the BVM Sabre is
aided with flaps. By lowering the landing
gear and flaps, the associated drag makes
slowing down for landing a simplified task.
The rate of descent on final is comfortable,
with all the drag allowing pinpoint accuracy
in landings. Pitch control during the
approach and final flare is predictable with
the Sabre, allowing smooth, pretty landings.
My overall impression of flying the BVM F-
86 Sabre is that I still like it even after all
these years.
Another model that I had an opportunity
to fly at the Heart of Ohio Jet Scramble was
Kenneth Hartsfield’s BVM BobCat. Kenneth
is a Navy SEAL instructor and one of the
brave men doing such a wonderful job of
protecting our country during these troubled
times. It was an honor to fly his jet.
This model is set up with a JR radio, an
AMT 180 turbine, and no rudder gyro. This
concerned me a bit because some pilots have
reported a need for a gyro on the BobCat,
particularly on landing with all the drag of
the landing-gear doors extended.
Kenneth turned his BobCat over to me for
a couple of flights. His new model has to be
one of the most accurate, straightest, and
well-set-up models you will ever find, and it
looks great too. No trim changes, not even
rate changes, had to be made; it is set up
exactly the way BVM instructs.
The first thing you notice when you walk
up to a BobCat is the downthrust in the
turbine. It must have 2-3° of downthrust—
something to take note of later in flight.
This model is powered by an AMT 180
turbine, and you know the difference even
when you taxi. AMT turbines have an
incredibly fast throttle response, especially
from one-quarter throttle up. There is no
other turbine like it. The takeoffs, even in
mild crosswinds, are dead straight. That
wide-stance landing gear and good weight on
the nose gear make required corrections
accurate and predictable.
The BobCat’s large, fat wing gets it off
the ground quickly and at slow speeds
compared with most jet models. Looping
maneuvers are smooth and simple at all
speeds from 80 mph through top speeds
exceeding 180 mph.
Humpty Bumps go vertical forever, and
you throttle back to keep it from going too
high. You can pull or push a BobCat over
the top of a Humpty Bump. Up-elevator is a
little soft when going slow over the top. It’s
easier to push when slow, but it will pull
over the top at all speeds.
Slow rolls, point rolls, and knife-edge
flight are as good as any Pattern airplane—
kind of a surprise considering its twin-boom
layout. Cruise speed to full-throttle slow
rolls are effortless, and you can go as slow
as you want for as long as you want. It will
hold altitude.
The most impressive part of flying
Kenneth’s BobCat was that there was no
trim change with throttle changes. From
slow cruise to full-power passes, it tracked
straight. There was no climbing at higher
throttle settings or airspeeds. Throttle input
does not push the nose down. It accelerates
straight, and with that AMT 180 we are
talking about instant acceleration.
The BobCat sets up nicely for landing;
all the tricks with the landing-gear doors and
the large, fat wing slow this aircraft down.
The descent rate is good, then a smooth
elevator response makes for an easy flare to
landing. This airplane makes you look good.
I thank these master builders, Jerry and
Kenneth, who trusted me and allowed me to
fly their stunningly beautiful models for this
review.
I hope you enjoyed gaining a little more
insight into some of the new turbine models
on the market. These are just a few of the
kits available to the turbine modeler.
It’s time to kick the tires and light the
fires because we’re heading to Superman in
a few hours. MA
Edition: Model Aviation - 2003/02
Page Numbers: 100,103,106,107
100 MODEL AVIATION
NEW KITS are coming to market quickly these days, and it’s hard
to keep up. They are making it to the flying fields now, so let’s
discuss some of them. The Century Jet Models Talon, the Golden
West Models Blade, and the Bob Violett Models (BVM) F-86 Sabre
and BobCat are the subjects for this month.
Brent Wilson has a nice-flying Talon with a RAM 750 18-poundthrust
turbine. Lewis Patton has been putting in some excellent
flights with this model. Lewis reports that it has good aerobatic
characteristics similar to the older-style Pattern models. Lewis can
lay out some long, flat, slow rolls with this jet; they go on forever.
The model is a bit large, providing a nice appearance in flight and
comfortable landing speeds as compared to the typical jet model.
The Talon appears to be coming on as a fine jet for a sport
modeler. The kit is highly prefabricated, primarily made from
molded composites. Most of the work to be done on this kit involves
installing systems and applying finish paint. For additional
information, check out Century Jet Models’ Web site at
www.centuryjet.com/.
I just started flying my new Golden West Models Blade. This
design is intended to be an introductory sport jet. It is a flying-wing
design. The plug-in wing panels are of composite construction as are
the fins.
Unlike many existing designs in this category, the Blade includes
a fully cowled turbine. Minimal inlet ducting is required, and when
the hatch is removed the turbine is fully exposed; only this hatch
covers the engine. You can run the turbine with the hatch removed
and view the status of the engine before flight, then simply secure the
hatch and fly.
The Blade is a fast sport model, but, like most delta-wing aircraft,
it can be slowed to comfortable landing speeds. It tracks well, and
with its centerline thrust position it has virtually no pitch trim change
with throttle changes. The Blade is very aerobatic, even at moderate
cruise speeds. Full power is required only to go vertical.
One neat thing about this model is that there is plenty of room for
fuel tanks. I am running two 24-ounce header tanks just ahead of the
landing gear and one main 40-ounce tank, also just ahead of the
center of gravity. Total weight is 88 ounces, and the tanks are close
enough to the center of gravity to make trim changes unnecessary as
the fuel burns off. The fuel tanks are standard giant-scale tanks; no
special composite tanks are required.
I am flying my Blade with a JetCat P-80 17-pound-thrust turbine.
The empty weight is roughly 19 pounds, making performance quite
impressive. More power is not required, but I know some pilots will
go for more.
I am quite pleased with this fully molded, simple-to-assemble
model. Additional information on the Blade and kit options can be
found on the Golden West Models Web site at
www.goldenwestmodels.net.
The next model—and one kit I particularly like—is the new F-86
Sabre from BVM. Bob has re-engineered the old F-86 specifically
for turbine power, but the upgrades do not end there. The molds are
new, the construction methods are completely changed, and the
features are impressive. Bob has put many years of experience and
love into this kit. It is designed and manufactured with attention to
detail for the jet modeler.
The new BVM F-86 Sabre is based on the larger 6-3 wing. What
is that? The later F-86s had a wing with a longer chord—an
additional 6 inches at the center-section and 3 inches at the wingtip.
Jim Hiller, 6090 Downs Rd., Champion OH 44481
RADIO CONTROL JETS
The Blade sport jet features easy access to its enclosed turbine.
All-composite construction makes for minimal building time.
Kenneth Hartsfield’s (Fayetteville NC) gorgeous, nice-flying BVM
BobCat is powered by an AMT AT-180 turbine.
Brent Wilson’s Talon has been tearing up the Midwestern skies.
It has a RAM 750 turbine and Century Jet Models landing gear.
02sig4.QXD 11.21.02 1:30 pm Page 100
instruction manual specific to your turbine
installation. This comprehensive manual
covers many unique features of this model.
The manual reflects the details in developing
the complete BVM F-86 Sabre kit.
The wings come as obechi-sheeted foam
and include prehinged ailerons. The hinge
consists of a full-length strip of Kevlar
epoxied in place under the wing skin as part
of the prefabrication process.
The fin and stabilizers are removable for
storage, greatly improving the packaging for
shipping. An aluminum block secures the fin
post to the fuselage, and laser-cut carbonfiber
stabilizer spars are then bolted to the
fuselage. Access to the stabilizer screws is
through the opening left after the fin is
removed.
I thought such a process would be
difficult since the fin is not that wide, but
because of a well-planned break point, which
includes some fillet area, the access is
excellent. Bob showed just how easy it is by
only taking a few seconds to remove the fin,
a couple more to pull the two bolts holding
each stabilizer and unplug the servos, and he
was done.
Servo pockets are cut into the wing and
stabilizers to perfectly fit the laser-cut servo
mounts and hatches that come with the kit.
This simplifies the job of cutting and fitting
hatches, saving the builder a couple of hours
of detail building time. The accuracy of
machine-cut and laser-cut parts as used in
this kit greatly simplifies the builder’s
workload.
Jerry Kerr of Columbus, Ohio, allowed
me the privilege of flying his BVM Sabre at
this year’s Heart of Ohio Jet Scramble. He
powered his F-86 with an AMT AT-180
turbine. It has been awhile since I flew an F-
86. What a pleasure to fly an award-winning
model such as Jerry’s.
The F-86 is a wonderful Scale jet. Its
flight characteristics are so honest. The first
thing you notice is the takeoff roll. It tracks
like it is on rails, and corrections to the
heading are predictable. It helps when the
aircraft is as well aligned and set up as Jerry
Kerr’s. It just makes a good airplane better.
The Sabre is a clean design, and power
must be used with discretion to avoid
overspeeding the airframe, but don’t kid
yourself; it is fast. It looks great flying at
one-third throttle, but full power sure makes
it haul tail.
Setting up for landing, the BVM Sabre is
aided with flaps. By lowering the landing
gear and flaps, the associated drag makes
slowing down for landing a simplified task.
The rate of descent on final is comfortable,
with all the drag allowing pinpoint accuracy
in landings. Pitch control during the
approach and final flare is predictable with
the Sabre, allowing smooth, pretty landings.
My overall impression of flying the BVM F-
86 Sabre is that I still like it even after all
these years.
Another model that I had an opportunity
to fly at the Heart of Ohio Jet Scramble was
Kenneth Hartsfield’s BVM BobCat. Kenneth
is a Navy SEAL instructor and one of the
brave men doing such a wonderful job of
protecting our country during these troubled
times. It was an honor to fly his jet.
This model is set up with a JR radio, an
AMT 180 turbine, and no rudder gyro. This
concerned me a bit because some pilots have
reported a need for a gyro on the BobCat,
particularly on landing with all the drag of
the landing-gear doors extended.
Kenneth turned his BobCat over to me for
a couple of flights. His new model has to be
one of the most accurate, straightest, and
well-set-up models you will ever find, and it
looks great too. No trim changes, not even
rate changes, had to be made; it is set up
exactly the way BVM instructs.
The first thing you notice when you walk
up to a BobCat is the downthrust in the
turbine. It must have 2-3° of downthrust—
something to take note of later in flight.
This model is powered by an AMT 180
turbine, and you know the difference even
when you taxi. AMT turbines have an
incredibly fast throttle response, especially
from one-quarter throttle up. There is no
other turbine like it. The takeoffs, even in
mild crosswinds, are dead straight. That
wide-stance landing gear and good weight on
the nose gear make required corrections
accurate and predictable.
The BobCat’s large, fat wing gets it off
the ground quickly and at slow speeds
compared with most jet models. Looping
maneuvers are smooth and simple at all
speeds from 80 mph through top speeds
exceeding 180 mph.
Humpty Bumps go vertical forever, and
you throttle back to keep it from going too
high. You can pull or push a BobCat over
the top of a Humpty Bump. Up-elevator is a
little soft when going slow over the top. It’s
easier to push when slow, but it will pull
over the top at all speeds.
Slow rolls, point rolls, and knife-edge
flight are as good as any Pattern airplane—
kind of a surprise considering its twin-boom
layout. Cruise speed to full-throttle slow
rolls are effortless, and you can go as slow
as you want for as long as you want. It will
hold altitude.
The most impressive part of flying
Kenneth’s BobCat was that there was no
trim change with throttle changes. From
slow cruise to full-power passes, it tracked
straight. There was no climbing at higher
throttle settings or airspeeds. Throttle input
does not push the nose down. It accelerates
straight, and with that AMT 180 we are
talking about instant acceleration.
The BobCat sets up nicely for landing;
all the tricks with the landing-gear doors and
the large, fat wing slow this aircraft down.
The descent rate is good, then a smooth
elevator response makes for an easy flare to
landing. This airplane makes you look good.
I thank these master builders, Jerry and
Kenneth, who trusted me and allowed me to
fly their stunningly beautiful models for this
review.
I hope you enjoyed gaining a little more
insight into some of the new turbine models
on the market. These are just a few of the
kits available to the turbine modeler.
It’s time to kick the tires and light the
fires because we’re heading to Superman in
a few hours. MA
Edition: Model Aviation - 2003/02
Page Numbers: 100,103,106,107
100 MODEL AVIATION
NEW KITS are coming to market quickly these days, and it’s hard
to keep up. They are making it to the flying fields now, so let’s
discuss some of them. The Century Jet Models Talon, the Golden
West Models Blade, and the Bob Violett Models (BVM) F-86 Sabre
and BobCat are the subjects for this month.
Brent Wilson has a nice-flying Talon with a RAM 750 18-poundthrust
turbine. Lewis Patton has been putting in some excellent
flights with this model. Lewis reports that it has good aerobatic
characteristics similar to the older-style Pattern models. Lewis can
lay out some long, flat, slow rolls with this jet; they go on forever.
The model is a bit large, providing a nice appearance in flight and
comfortable landing speeds as compared to the typical jet model.
The Talon appears to be coming on as a fine jet for a sport
modeler. The kit is highly prefabricated, primarily made from
molded composites. Most of the work to be done on this kit involves
installing systems and applying finish paint. For additional
information, check out Century Jet Models’ Web site at
www.centuryjet.com/.
I just started flying my new Golden West Models Blade. This
design is intended to be an introductory sport jet. It is a flying-wing
design. The plug-in wing panels are of composite construction as are
the fins.
Unlike many existing designs in this category, the Blade includes
a fully cowled turbine. Minimal inlet ducting is required, and when
the hatch is removed the turbine is fully exposed; only this hatch
covers the engine. You can run the turbine with the hatch removed
and view the status of the engine before flight, then simply secure the
hatch and fly.
The Blade is a fast sport model, but, like most delta-wing aircraft,
it can be slowed to comfortable landing speeds. It tracks well, and
with its centerline thrust position it has virtually no pitch trim change
with throttle changes. The Blade is very aerobatic, even at moderate
cruise speeds. Full power is required only to go vertical.
One neat thing about this model is that there is plenty of room for
fuel tanks. I am running two 24-ounce header tanks just ahead of the
landing gear and one main 40-ounce tank, also just ahead of the
center of gravity. Total weight is 88 ounces, and the tanks are close
enough to the center of gravity to make trim changes unnecessary as
the fuel burns off. The fuel tanks are standard giant-scale tanks; no
special composite tanks are required.
I am flying my Blade with a JetCat P-80 17-pound-thrust turbine.
The empty weight is roughly 19 pounds, making performance quite
impressive. More power is not required, but I know some pilots will
go for more.
I am quite pleased with this fully molded, simple-to-assemble
model. Additional information on the Blade and kit options can be
found on the Golden West Models Web site at
www.goldenwestmodels.net.
The next model—and one kit I particularly like—is the new F-86
Sabre from BVM. Bob has re-engineered the old F-86 specifically
for turbine power, but the upgrades do not end there. The molds are
new, the construction methods are completely changed, and the
features are impressive. Bob has put many years of experience and
love into this kit. It is designed and manufactured with attention to
detail for the jet modeler.
The new BVM F-86 Sabre is based on the larger 6-3 wing. What
is that? The later F-86s had a wing with a longer chord—an
additional 6 inches at the center-section and 3 inches at the wingtip.
Jim Hiller, 6090 Downs Rd., Champion OH 44481
RADIO CONTROL JETS
The Blade sport jet features easy access to its enclosed turbine.
All-composite construction makes for minimal building time.
Kenneth Hartsfield’s (Fayetteville NC) gorgeous, nice-flying BVM
BobCat is powered by an AMT AT-180 turbine.
Brent Wilson’s Talon has been tearing up the Midwestern skies.
It has a RAM 750 turbine and Century Jet Models landing gear.
02sig4.QXD 11.21.02 1:30 pm Page 100
instruction manual specific to your turbine
installation. This comprehensive manual
covers many unique features of this model.
The manual reflects the details in developing
the complete BVM F-86 Sabre kit.
The wings come as obechi-sheeted foam
and include prehinged ailerons. The hinge
consists of a full-length strip of Kevlar
epoxied in place under the wing skin as part
of the prefabrication process.
The fin and stabilizers are removable for
storage, greatly improving the packaging for
shipping. An aluminum block secures the fin
post to the fuselage, and laser-cut carbonfiber
stabilizer spars are then bolted to the
fuselage. Access to the stabilizer screws is
through the opening left after the fin is
removed.
I thought such a process would be
difficult since the fin is not that wide, but
because of a well-planned break point, which
includes some fillet area, the access is
excellent. Bob showed just how easy it is by
only taking a few seconds to remove the fin,
a couple more to pull the two bolts holding
each stabilizer and unplug the servos, and he
was done.
Servo pockets are cut into the wing and
stabilizers to perfectly fit the laser-cut servo
mounts and hatches that come with the kit.
This simplifies the job of cutting and fitting
hatches, saving the builder a couple of hours
of detail building time. The accuracy of
machine-cut and laser-cut parts as used in
this kit greatly simplifies the builder’s
workload.
Jerry Kerr of Columbus, Ohio, allowed
me the privilege of flying his BVM Sabre at
this year’s Heart of Ohio Jet Scramble. He
powered his F-86 with an AMT AT-180
turbine. It has been awhile since I flew an F-
86. What a pleasure to fly an award-winning
model such as Jerry’s.
The F-86 is a wonderful Scale jet. Its
flight characteristics are so honest. The first
thing you notice is the takeoff roll. It tracks
like it is on rails, and corrections to the
heading are predictable. It helps when the
aircraft is as well aligned and set up as Jerry
Kerr’s. It just makes a good airplane better.
The Sabre is a clean design, and power
must be used with discretion to avoid
overspeeding the airframe, but don’t kid
yourself; it is fast. It looks great flying at
one-third throttle, but full power sure makes
it haul tail.
Setting up for landing, the BVM Sabre is
aided with flaps. By lowering the landing
gear and flaps, the associated drag makes
slowing down for landing a simplified task.
The rate of descent on final is comfortable,
with all the drag allowing pinpoint accuracy
in landings. Pitch control during the
approach and final flare is predictable with
the Sabre, allowing smooth, pretty landings.
My overall impression of flying the BVM F-
86 Sabre is that I still like it even after all
these years.
Another model that I had an opportunity
to fly at the Heart of Ohio Jet Scramble was
Kenneth Hartsfield’s BVM BobCat. Kenneth
is a Navy SEAL instructor and one of the
brave men doing such a wonderful job of
protecting our country during these troubled
times. It was an honor to fly his jet.
This model is set up with a JR radio, an
AMT 180 turbine, and no rudder gyro. This
concerned me a bit because some pilots have
reported a need for a gyro on the BobCat,
particularly on landing with all the drag of
the landing-gear doors extended.
Kenneth turned his BobCat over to me for
a couple of flights. His new model has to be
one of the most accurate, straightest, and
well-set-up models you will ever find, and it
looks great too. No trim changes, not even
rate changes, had to be made; it is set up
exactly the way BVM instructs.
The first thing you notice when you walk
up to a BobCat is the downthrust in the
turbine. It must have 2-3° of downthrust—
something to take note of later in flight.
This model is powered by an AMT 180
turbine, and you know the difference even
when you taxi. AMT turbines have an
incredibly fast throttle response, especially
from one-quarter throttle up. There is no
other turbine like it. The takeoffs, even in
mild crosswinds, are dead straight. That
wide-stance landing gear and good weight on
the nose gear make required corrections
accurate and predictable.
The BobCat’s large, fat wing gets it off
the ground quickly and at slow speeds
compared with most jet models. Looping
maneuvers are smooth and simple at all
speeds from 80 mph through top speeds
exceeding 180 mph.
Humpty Bumps go vertical forever, and
you throttle back to keep it from going too
high. You can pull or push a BobCat over
the top of a Humpty Bump. Up-elevator is a
little soft when going slow over the top. It’s
easier to push when slow, but it will pull
over the top at all speeds.
Slow rolls, point rolls, and knife-edge
flight are as good as any Pattern airplane—
kind of a surprise considering its twin-boom
layout. Cruise speed to full-throttle slow
rolls are effortless, and you can go as slow
as you want for as long as you want. It will
hold altitude.
The most impressive part of flying
Kenneth’s BobCat was that there was no
trim change with throttle changes. From
slow cruise to full-power passes, it tracked
straight. There was no climbing at higher
throttle settings or airspeeds. Throttle input
does not push the nose down. It accelerates
straight, and with that AMT 180 we are
talking about instant acceleration.
The BobCat sets up nicely for landing;
all the tricks with the landing-gear doors and
the large, fat wing slow this aircraft down.
The descent rate is good, then a smooth
elevator response makes for an easy flare to
landing. This airplane makes you look good.
I thank these master builders, Jerry and
Kenneth, who trusted me and allowed me to
fly their stunningly beautiful models for this
review.
I hope you enjoyed gaining a little more
insight into some of the new turbine models
on the market. These are just a few of the
kits available to the turbine modeler.
It’s time to kick the tires and light the
fires because we’re heading to Superman in
a few hours. MA