Also included in this column:
• The Over Reaction
[[email protected]]
Radio Control Jets Jim Hiller
The right introductory jet for you
Left: Dave Rigotti’s Over Reaction is a
15%-oversize version of the BTE Reaction
54, with a JetCat P120SE turbine. It
retains the stock Reaction 54’s great flying
characteristics.
The Composite-ARF Flash is a proven sport model
for both the experienced and novice jet flier. Of
composite construction, it can be ordered in a
variety of color schemes.
Below: The Over Reaction, set up for
landing with full flaps applied. Its gentle
slow flight makes it an excellent first jet to
fly from grass or pavement.
SO YOU WANT to get into jets but don’t
know which model is right for you? That’s a
dilemma I get asked about a lot, and the
answer varies with the person’s skills,
experience, and prospective flying field. Not
all jet designs are created equal.
And for all of you who ask which is the
right first scale jet, how would you answer
someone who asked you which warbird is
right for a first low-wing model? Scale jets
are not designed to be or intended to be
introductory models. Some people have been
successful starting with scale jets, but their
skills, experience, and runway had to be
optimal.
A variety of jets are available for
beginners, and each is better at some things
than others. One of my favorites is the Bruce
Tharpe Engineering (BTE) Reaction 54.
This large balsa model is usually powered by a 14- to 20-poundthrust
54mm turbine. The Reaction does many things well, mostly
because of its large wing, thick symmetrical airfoil, and generally
good design.
The PST Reaction 54 is the prepainted composite ARF version of
the jet. It is a bit heavier and best powered by a 20- to 30-pound-thrust
turbine.
The original Reaction is excellent for flying from grass fields. Its
light wing loading makes for slower takeoff and landing speeds and
shorter distances on the ground, and the landing gear mounts are
designed to be rugged. The PST Reaction does well on paved
runways, with its heavier weight and higher landing speeds.
That big, old wing does something else well: set up on approach.
This is a major issue for jet models, because they tend to have long,
flat approaches, resulting from the lack of a propeller to act as a speed
brake.
A propeller’s rpm and pitch tend to slow a model to a set airspeed,
124 MODEL AVIATION
12sig4.QXD_00MSTRPG.QXD 10/23/09 10:22 AM Page 124
allowing the pilot to set the throttle position
for the speed needed to fly; that is not so with
a turbine-powered model. This is when good
airframe drag helps the pilot, and that is what
the Reaction 54 offers.
Its low-aspect-ratio wing and thick airfoil
allow the pilot to confidently slow the aircraft
on approach, which sets up a nice angle of
descent that can be controlled by throttle. The
Reaction has a nice elevator-input linear feel;
it slows and flares for landing in a predictable
manner.
Next on my list of introductory jets is the
Boomerang series. These models are
available in various sizes, and each has its
own set of advantages.
The original Boomerang is an ARF made
from balsa. It is nice for 54mm-size turbines.
Many jet modelers have obtained their
turbine waivers with a Boomerang. It’s a
good little sport jet for flying at all fields,
including grass.
Next is the Boomerang XL. It’s a giantscale,
sweet-flying version of the original.
The Boomerang Elan is the more
sophisticated version of the series. In size it
falls between the original and the XL, and it’s
best powered with an 18- to 30-pound-thrust
turbine. I have enjoyed flying this jet, and I
have found it to be good for new pilots.
The Elan has a neat flap system; it
provides extremely high drag, helping the
model set up a good approach speed and
associated rate of descent that can be
controlled by throttle. With the flaps
extended, those who like to dive to the end of
the runway and then fight that runway-length
flare can even get away with that sloppy
technique.
I prefer the Elan among the models in this
series. It is a good introductory jet and is also
a good sport jet.
I would be remiss not to mention the two
fixed-gear jets: Kerry Sterner’s Facet and
Laser Design Services’ JetMach 60. Both
have proven to be effective, especially on
grass fields; they have durable landing gear
setups. These models are also constructed
from balsa, are simple in setup, and are
proven designs.
Your runway situation should greatly
influence model selection. A grass runway
will limit your options but not eliminate you
from jet modeling. I have made more than
150 flights from grass runways, all with the
appropriate jets, and have had no landing
gear issues throughout all those years.
Be aware of the approach side of the
runway; look for obstacles. Jets do not slow
for landing and descend as steeply as most
propeller airplanes. Trees on the approach
end are a problem.
I preach to all new jet modelers how
critical the approach is to making a good
landing. A big part of what makes all of the
preceding so good as first jets is that they
have terrific low-speed handling
characteristics, so you can concentrate on
developing good approach speed control, or
good angle of attack control.
Sailplane pilots probably know what I
mean. They push their models at high cruise
speeds, to fly from thermal to thermal, and
then they slow the aircraft by increasing the
angle of attack with up-elevator trim to circle
in the thermal.
If those pilots tried to fly between
thermals at this greater angle of attack and
slower speed, the sailplane would be
descending at a steeper angle. By the time it
reached the next thermal, it would have lost
considerable altitude.
That’s what you try to do on landing
approach: slow the model, increase the angle
of attack to increase the drag, and maintain
enough speed for good maneuvering, for
turning and final flare.
So what about those sport jets you might
hear so much about? I left many of them out,
but two good designs are the Bob Violett
Models BobCat and the Composite-ARF
Flash. Many pilots use them as introductory
aircraft; some are successful and some are
not.
Don’t consider using these models as first
jets unless you have a good runway. It should
be smooth, long, and preferably paved.
Yes, I know that an experienced modeler
can get a BobCat in and out of a 300-foot
runway—I do it with mine all the time—but
I’ve been flying that design for more than
200 flights. Those are maximumperformance
takeoffs and landings.
That type of model offers much faster
speeds, but associated with those are faster
landing speeds and the need for better
approach control. Allow a BobCat or a Flash
to glide in at a slightly fast or low angle of
attack, and you will be rewarded with an
extremely long flare using a couple hundred
feet of runway.
Try to rush that landing caused by the
botched approach, and you will tear the gear
out of the aircraft as it hops and skips off the
runway. You must slow these models to land
them.
Sport jets make wonderful everyday
models; they are simple, durable, and a joy to
fly. They keep our skills up for flying scale
jets—especially on landing, since you must
fly a proper approach to get consistent
landings.
I hope that the preceding provides the
aspiring jet pilot with some insight into where
to begin when selecting the first model.
Consider your experience, your flying style,
and the runway you intend to use.
Then go out and talk with some jet fliers
in your area. Their experience should go a
long way in helping you make the best
choice.
On the subject of new jets, I have to mention
Dave Rigotti’s latest creation: his Over
Reaction. Talk about a load of balsa; this
thing is unreal! It is a 15% enlargement of the
original Reaction 54.
Now Dave is the consignor of Reaction
54s. He had the original from the kit powered
with an MW54 turbine, then he created an
85% version powered with an MW44, and
now he has the Over Reaction that is powered
with a JetCat P120SE turbine.
Bruce Tharpe, the Reaction 54 kit’s
designer and manufacturer, has been
supportive of Dave’s endeavors. The Over
Reaction is cool, weighing in at 29 pounds—
just right for the big wing on this aircraft.
Dave gave me the honor of flying this jet.
Man, I love flying his airplanes; he sets them
up right. We are old Pattern (RC Aerobatics)
fliers, and we like the same things in our
models’ setups.
The Over Reaction was instantly a
pleasure to fly, upright or inverted. That large
wing loops equally well either way.
My full aerobatic routine from takeoff left
some modelers scared for Dave, but I guess
he has gotten used to my flying his models.
When I was finished, he simply asked how I
liked it. It was fun! It flies straight and true,
pulls and pushes honestly, and is plain sweet
to fly.
Hey, Dave! When can I fly it again? The
big Over Reaction flies just like the Reaction
54, only bigger and better. MA
Sources:
BTE
(800) 557-4470
www.btemodels.com
Boomerang Jets
(972) 991-1499
www.boomerangjets.com
Laser Design Services
(972) 772-4326
www.laser-design-services.com
Bob Violett Models
(407) 327-6333
www.bvmjets.com
Composite-ARF
www.composite-arf.com
Jet Pilots Organization
(904) 318-7171
www.jetpilots.org
Edition: Model Aviation - 2009/12
Page Numbers: 124.125.126
Edition: Model Aviation - 2009/12
Page Numbers: 124.125.126
Also included in this column:
• The Over Reaction
[[email protected]]
Radio Control Jets Jim Hiller
The right introductory jet for you
Left: Dave Rigotti’s Over Reaction is a
15%-oversize version of the BTE Reaction
54, with a JetCat P120SE turbine. It
retains the stock Reaction 54’s great flying
characteristics.
The Composite-ARF Flash is a proven sport model
for both the experienced and novice jet flier. Of
composite construction, it can be ordered in a
variety of color schemes.
Below: The Over Reaction, set up for
landing with full flaps applied. Its gentle
slow flight makes it an excellent first jet to
fly from grass or pavement.
SO YOU WANT to get into jets but don’t
know which model is right for you? That’s a
dilemma I get asked about a lot, and the
answer varies with the person’s skills,
experience, and prospective flying field. Not
all jet designs are created equal.
And for all of you who ask which is the
right first scale jet, how would you answer
someone who asked you which warbird is
right for a first low-wing model? Scale jets
are not designed to be or intended to be
introductory models. Some people have been
successful starting with scale jets, but their
skills, experience, and runway had to be
optimal.
A variety of jets are available for
beginners, and each is better at some things
than others. One of my favorites is the Bruce
Tharpe Engineering (BTE) Reaction 54.
This large balsa model is usually powered by a 14- to 20-poundthrust
54mm turbine. The Reaction does many things well, mostly
because of its large wing, thick symmetrical airfoil, and generally
good design.
The PST Reaction 54 is the prepainted composite ARF version of
the jet. It is a bit heavier and best powered by a 20- to 30-pound-thrust
turbine.
The original Reaction is excellent for flying from grass fields. Its
light wing loading makes for slower takeoff and landing speeds and
shorter distances on the ground, and the landing gear mounts are
designed to be rugged. The PST Reaction does well on paved
runways, with its heavier weight and higher landing speeds.
That big, old wing does something else well: set up on approach.
This is a major issue for jet models, because they tend to have long,
flat approaches, resulting from the lack of a propeller to act as a speed
brake.
A propeller’s rpm and pitch tend to slow a model to a set airspeed,
124 MODEL AVIATION
12sig4.QXD_00MSTRPG.QXD 10/23/09 10:22 AM Page 124
allowing the pilot to set the throttle position
for the speed needed to fly; that is not so with
a turbine-powered model. This is when good
airframe drag helps the pilot, and that is what
the Reaction 54 offers.
Its low-aspect-ratio wing and thick airfoil
allow the pilot to confidently slow the aircraft
on approach, which sets up a nice angle of
descent that can be controlled by throttle. The
Reaction has a nice elevator-input linear feel;
it slows and flares for landing in a predictable
manner.
Next on my list of introductory jets is the
Boomerang series. These models are
available in various sizes, and each has its
own set of advantages.
The original Boomerang is an ARF made
from balsa. It is nice for 54mm-size turbines.
Many jet modelers have obtained their
turbine waivers with a Boomerang. It’s a
good little sport jet for flying at all fields,
including grass.
Next is the Boomerang XL. It’s a giantscale,
sweet-flying version of the original.
The Boomerang Elan is the more
sophisticated version of the series. In size it
falls between the original and the XL, and it’s
best powered with an 18- to 30-pound-thrust
turbine. I have enjoyed flying this jet, and I
have found it to be good for new pilots.
The Elan has a neat flap system; it
provides extremely high drag, helping the
model set up a good approach speed and
associated rate of descent that can be
controlled by throttle. With the flaps
extended, those who like to dive to the end of
the runway and then fight that runway-length
flare can even get away with that sloppy
technique.
I prefer the Elan among the models in this
series. It is a good introductory jet and is also
a good sport jet.
I would be remiss not to mention the two
fixed-gear jets: Kerry Sterner’s Facet and
Laser Design Services’ JetMach 60. Both
have proven to be effective, especially on
grass fields; they have durable landing gear
setups. These models are also constructed
from balsa, are simple in setup, and are
proven designs.
Your runway situation should greatly
influence model selection. A grass runway
will limit your options but not eliminate you
from jet modeling. I have made more than
150 flights from grass runways, all with the
appropriate jets, and have had no landing
gear issues throughout all those years.
Be aware of the approach side of the
runway; look for obstacles. Jets do not slow
for landing and descend as steeply as most
propeller airplanes. Trees on the approach
end are a problem.
I preach to all new jet modelers how
critical the approach is to making a good
landing. A big part of what makes all of the
preceding so good as first jets is that they
have terrific low-speed handling
characteristics, so you can concentrate on
developing good approach speed control, or
good angle of attack control.
Sailplane pilots probably know what I
mean. They push their models at high cruise
speeds, to fly from thermal to thermal, and
then they slow the aircraft by increasing the
angle of attack with up-elevator trim to circle
in the thermal.
If those pilots tried to fly between
thermals at this greater angle of attack and
slower speed, the sailplane would be
descending at a steeper angle. By the time it
reached the next thermal, it would have lost
considerable altitude.
That’s what you try to do on landing
approach: slow the model, increase the angle
of attack to increase the drag, and maintain
enough speed for good maneuvering, for
turning and final flare.
So what about those sport jets you might
hear so much about? I left many of them out,
but two good designs are the Bob Violett
Models BobCat and the Composite-ARF
Flash. Many pilots use them as introductory
aircraft; some are successful and some are
not.
Don’t consider using these models as first
jets unless you have a good runway. It should
be smooth, long, and preferably paved.
Yes, I know that an experienced modeler
can get a BobCat in and out of a 300-foot
runway—I do it with mine all the time—but
I’ve been flying that design for more than
200 flights. Those are maximumperformance
takeoffs and landings.
That type of model offers much faster
speeds, but associated with those are faster
landing speeds and the need for better
approach control. Allow a BobCat or a Flash
to glide in at a slightly fast or low angle of
attack, and you will be rewarded with an
extremely long flare using a couple hundred
feet of runway.
Try to rush that landing caused by the
botched approach, and you will tear the gear
out of the aircraft as it hops and skips off the
runway. You must slow these models to land
them.
Sport jets make wonderful everyday
models; they are simple, durable, and a joy to
fly. They keep our skills up for flying scale
jets—especially on landing, since you must
fly a proper approach to get consistent
landings.
I hope that the preceding provides the
aspiring jet pilot with some insight into where
to begin when selecting the first model.
Consider your experience, your flying style,
and the runway you intend to use.
Then go out and talk with some jet fliers
in your area. Their experience should go a
long way in helping you make the best
choice.
On the subject of new jets, I have to mention
Dave Rigotti’s latest creation: his Over
Reaction. Talk about a load of balsa; this
thing is unreal! It is a 15% enlargement of the
original Reaction 54.
Now Dave is the consignor of Reaction
54s. He had the original from the kit powered
with an MW54 turbine, then he created an
85% version powered with an MW44, and
now he has the Over Reaction that is powered
with a JetCat P120SE turbine.
Bruce Tharpe, the Reaction 54 kit’s
designer and manufacturer, has been
supportive of Dave’s endeavors. The Over
Reaction is cool, weighing in at 29 pounds—
just right for the big wing on this aircraft.
Dave gave me the honor of flying this jet.
Man, I love flying his airplanes; he sets them
up right. We are old Pattern (RC Aerobatics)
fliers, and we like the same things in our
models’ setups.
The Over Reaction was instantly a
pleasure to fly, upright or inverted. That large
wing loops equally well either way.
My full aerobatic routine from takeoff left
some modelers scared for Dave, but I guess
he has gotten used to my flying his models.
When I was finished, he simply asked how I
liked it. It was fun! It flies straight and true,
pulls and pushes honestly, and is plain sweet
to fly.
Hey, Dave! When can I fly it again? The
big Over Reaction flies just like the Reaction
54, only bigger and better. MA
Sources:
BTE
(800) 557-4470
www.btemodels.com
Boomerang Jets
(972) 991-1499
www.boomerangjets.com
Laser Design Services
(972) 772-4326
www.laser-design-services.com
Bob Violett Models
(407) 327-6333
www.bvmjets.com
Composite-ARF
www.composite-arf.com
Jet Pilots Organization
(904) 318-7171
www.jetpilots.org
Edition: Model Aviation - 2009/12
Page Numbers: 124.125.126
Also included in this column:
• The Over Reaction
[[email protected]]
Radio Control Jets Jim Hiller
The right introductory jet for you
Left: Dave Rigotti’s Over Reaction is a
15%-oversize version of the BTE Reaction
54, with a JetCat P120SE turbine. It
retains the stock Reaction 54’s great flying
characteristics.
The Composite-ARF Flash is a proven sport model
for both the experienced and novice jet flier. Of
composite construction, it can be ordered in a
variety of color schemes.
Below: The Over Reaction, set up for
landing with full flaps applied. Its gentle
slow flight makes it an excellent first jet to
fly from grass or pavement.
SO YOU WANT to get into jets but don’t
know which model is right for you? That’s a
dilemma I get asked about a lot, and the
answer varies with the person’s skills,
experience, and prospective flying field. Not
all jet designs are created equal.
And for all of you who ask which is the
right first scale jet, how would you answer
someone who asked you which warbird is
right for a first low-wing model? Scale jets
are not designed to be or intended to be
introductory models. Some people have been
successful starting with scale jets, but their
skills, experience, and runway had to be
optimal.
A variety of jets are available for
beginners, and each is better at some things
than others. One of my favorites is the Bruce
Tharpe Engineering (BTE) Reaction 54.
This large balsa model is usually powered by a 14- to 20-poundthrust
54mm turbine. The Reaction does many things well, mostly
because of its large wing, thick symmetrical airfoil, and generally
good design.
The PST Reaction 54 is the prepainted composite ARF version of
the jet. It is a bit heavier and best powered by a 20- to 30-pound-thrust
turbine.
The original Reaction is excellent for flying from grass fields. Its
light wing loading makes for slower takeoff and landing speeds and
shorter distances on the ground, and the landing gear mounts are
designed to be rugged. The PST Reaction does well on paved
runways, with its heavier weight and higher landing speeds.
That big, old wing does something else well: set up on approach.
This is a major issue for jet models, because they tend to have long,
flat approaches, resulting from the lack of a propeller to act as a speed
brake.
A propeller’s rpm and pitch tend to slow a model to a set airspeed,
124 MODEL AVIATION
12sig4.QXD_00MSTRPG.QXD 10/23/09 10:22 AM Page 124
allowing the pilot to set the throttle position
for the speed needed to fly; that is not so with
a turbine-powered model. This is when good
airframe drag helps the pilot, and that is what
the Reaction 54 offers.
Its low-aspect-ratio wing and thick airfoil
allow the pilot to confidently slow the aircraft
on approach, which sets up a nice angle of
descent that can be controlled by throttle. The
Reaction has a nice elevator-input linear feel;
it slows and flares for landing in a predictable
manner.
Next on my list of introductory jets is the
Boomerang series. These models are
available in various sizes, and each has its
own set of advantages.
The original Boomerang is an ARF made
from balsa. It is nice for 54mm-size turbines.
Many jet modelers have obtained their
turbine waivers with a Boomerang. It’s a
good little sport jet for flying at all fields,
including grass.
Next is the Boomerang XL. It’s a giantscale,
sweet-flying version of the original.
The Boomerang Elan is the more
sophisticated version of the series. In size it
falls between the original and the XL, and it’s
best powered with an 18- to 30-pound-thrust
turbine. I have enjoyed flying this jet, and I
have found it to be good for new pilots.
The Elan has a neat flap system; it
provides extremely high drag, helping the
model set up a good approach speed and
associated rate of descent that can be
controlled by throttle. With the flaps
extended, those who like to dive to the end of
the runway and then fight that runway-length
flare can even get away with that sloppy
technique.
I prefer the Elan among the models in this
series. It is a good introductory jet and is also
a good sport jet.
I would be remiss not to mention the two
fixed-gear jets: Kerry Sterner’s Facet and
Laser Design Services’ JetMach 60. Both
have proven to be effective, especially on
grass fields; they have durable landing gear
setups. These models are also constructed
from balsa, are simple in setup, and are
proven designs.
Your runway situation should greatly
influence model selection. A grass runway
will limit your options but not eliminate you
from jet modeling. I have made more than
150 flights from grass runways, all with the
appropriate jets, and have had no landing
gear issues throughout all those years.
Be aware of the approach side of the
runway; look for obstacles. Jets do not slow
for landing and descend as steeply as most
propeller airplanes. Trees on the approach
end are a problem.
I preach to all new jet modelers how
critical the approach is to making a good
landing. A big part of what makes all of the
preceding so good as first jets is that they
have terrific low-speed handling
characteristics, so you can concentrate on
developing good approach speed control, or
good angle of attack control.
Sailplane pilots probably know what I
mean. They push their models at high cruise
speeds, to fly from thermal to thermal, and
then they slow the aircraft by increasing the
angle of attack with up-elevator trim to circle
in the thermal.
If those pilots tried to fly between
thermals at this greater angle of attack and
slower speed, the sailplane would be
descending at a steeper angle. By the time it
reached the next thermal, it would have lost
considerable altitude.
That’s what you try to do on landing
approach: slow the model, increase the angle
of attack to increase the drag, and maintain
enough speed for good maneuvering, for
turning and final flare.
So what about those sport jets you might
hear so much about? I left many of them out,
but two good designs are the Bob Violett
Models BobCat and the Composite-ARF
Flash. Many pilots use them as introductory
aircraft; some are successful and some are
not.
Don’t consider using these models as first
jets unless you have a good runway. It should
be smooth, long, and preferably paved.
Yes, I know that an experienced modeler
can get a BobCat in and out of a 300-foot
runway—I do it with mine all the time—but
I’ve been flying that design for more than
200 flights. Those are maximumperformance
takeoffs and landings.
That type of model offers much faster
speeds, but associated with those are faster
landing speeds and the need for better
approach control. Allow a BobCat or a Flash
to glide in at a slightly fast or low angle of
attack, and you will be rewarded with an
extremely long flare using a couple hundred
feet of runway.
Try to rush that landing caused by the
botched approach, and you will tear the gear
out of the aircraft as it hops and skips off the
runway. You must slow these models to land
them.
Sport jets make wonderful everyday
models; they are simple, durable, and a joy to
fly. They keep our skills up for flying scale
jets—especially on landing, since you must
fly a proper approach to get consistent
landings.
I hope that the preceding provides the
aspiring jet pilot with some insight into where
to begin when selecting the first model.
Consider your experience, your flying style,
and the runway you intend to use.
Then go out and talk with some jet fliers
in your area. Their experience should go a
long way in helping you make the best
choice.
On the subject of new jets, I have to mention
Dave Rigotti’s latest creation: his Over
Reaction. Talk about a load of balsa; this
thing is unreal! It is a 15% enlargement of the
original Reaction 54.
Now Dave is the consignor of Reaction
54s. He had the original from the kit powered
with an MW54 turbine, then he created an
85% version powered with an MW44, and
now he has the Over Reaction that is powered
with a JetCat P120SE turbine.
Bruce Tharpe, the Reaction 54 kit’s
designer and manufacturer, has been
supportive of Dave’s endeavors. The Over
Reaction is cool, weighing in at 29 pounds—
just right for the big wing on this aircraft.
Dave gave me the honor of flying this jet.
Man, I love flying his airplanes; he sets them
up right. We are old Pattern (RC Aerobatics)
fliers, and we like the same things in our
models’ setups.
The Over Reaction was instantly a
pleasure to fly, upright or inverted. That large
wing loops equally well either way.
My full aerobatic routine from takeoff left
some modelers scared for Dave, but I guess
he has gotten used to my flying his models.
When I was finished, he simply asked how I
liked it. It was fun! It flies straight and true,
pulls and pushes honestly, and is plain sweet
to fly.
Hey, Dave! When can I fly it again? The
big Over Reaction flies just like the Reaction
54, only bigger and better. MA
Sources:
BTE
(800) 557-4470
www.btemodels.com
Boomerang Jets
(972) 991-1499
www.boomerangjets.com
Laser Design Services
(972) 772-4326
www.laser-design-services.com
Bob Violett Models
(407) 327-6333
www.bvmjets.com
Composite-ARF
www.composite-arf.com
Jet Pilots Organization
(904) 318-7171
www.jetpilots.org
