124 Model Aviation April 2012 www.ModelAviation.com
frcf s jcetsale
L ast year was an active year in my local club for jet flying, particularly for new
jet modelers earning their turbine waivers. Helping new jet pilots through the
waiver process is not only good for the new guy, but also for the jet modelers
who are assisting. It puts us in a position to verbalize what makes jet models unique
and our AMA regulations pertaining to them.
As our flying season starts, it is a good time for all of us to review the process—
both for our own operations and in case we are called upon to assist an aspiring
turbine applicant. The regulations have been unchanged for a while because they
relate to fixed-wing models.
Let’s start with the basic requirements. Before presenting yourself for a turbine
waiver, you must have completed 50 flights on a high-performance model, defined
as capable of sustained speeds of 100 mph or higher. Now that alone—flying models
capable of these speeds—is impressive.
Many of our new, larger EDF models have this performance capability and help
develop the skills for turbine flying. Many have the sophistication of flaps, retracts,
and even brakes, which make the crossover to turbine-powered models a natural
progression.
If you can meet these requirements, then you’re eligible to
progress to the turbine qualification flight. This is more than a
single flight. It is a test process administered by two CDs, one
of whom must have a turbine waiver. Both need to agree that
you are qualified when the test is complete. You can divide the
test into parts. First is the verbal and qualification flight, then
five solo flights supervised by an experienced turbine modeler.
The verbal test is more of a discussion with the CD to
prove your familiarity with the unique operating differences
of turbine engines and how they relate to the model flying
experience. I would suggest downloading two documents from
the AMA website document section: the Safety Regulations for
Model Aircraft Powered by Gas Turbines (Document 510-A)
and the Fixed Wing-Turbine Waiver Application (Document
510-D). These documents are thorough and concentrate on the
differences you can expect with turbine modeling.
Earning Your Turbine Waiver
by Jim Hiller
[email protected]
Boomerang ARF jets are available in many sizes.
This is the Nano, a straightforward, balsa ARF,
which is the smallest of the series.
What is expected during the verbal
part of the waiver test? Generally expect
what is covered in the Key Elements
section of the Fixed Wing-Turbine Waiver
Application form.
I like a discussion about the turbine
operations, fueling, startup, shutdown,
and general flying differences. The turbine
blows hot air out of the tailpipe, so think
about where you point it.
When fueling a turbine model,
most installation does not require
disconnecting the kerosene line from the
fuel pump, so fuel pressure is applied to
the solenoid valve leading to the turbine.
If this valve leaks you’ll have a turbine
full of kerosene and a hot start. This is
why most models are equipped with a
manual shutoff valve. Turn it off when
fueling to prevent kerosene from leaking
through the valve into the turbine.
This is most modelers’ first experience
with a power system controlled by an
electronic control unit (ECU) in which
many of the operations such as the start
and shutdown sequence are computer
controlled. It is important to understand
what your turbine is doing during the
start sequence so if something isn’t right,
you can recognize it and respond.
What can go wrong? Let’s review
a hot start with flames emitting from
the tailpipe during start-up. You’ll have
to make a few quick decisions if this
happens.
The modern tailpipes tend to be robust
and can tolerate some flame, but only
a small amount. Consider allowing the
start sequence to continue to completion
if it is a minor amount, but if larger, you
should shut down the start sequence. It
is better to know how. In many modern
ECUs, move the idle trim to the low
position with the throttle at idle and the
start sequence will stop.
The Fei Bao Velox is on
the upper end of jet
performance. This type
of jet is rarely used for
turbine waiver flights.
Now you still have flames behind
the turbine, and have no air movement
coming out of the turbine to blow the
flames away. What should you do?
I fly Jet Central and Wren turbines and
both are kerosene-start versions. They
offer the option of cycling the throttle to
get the starter motor turning—blowing
air out the back of the turbine to move
the flames out without inducing any
more kerosene to the flames. Often this is
all that is necessary, but if the turbine was
filled with too much fuel or a fuel leak
puddled in the fuselage and was burning,
what should you do next?
The AMA safety regulations state that
a fire extinguisher should be handy. It is
strongly recommended that a CO2
fire
extinguisher be used. Dry-chemical fire
extinguishers leave a residue that will
burn onto a metal surface, resulting in
unpleasant, potentially expensive turbine
repairs.
A quick, 1-second burst into a confined
space such as an inlet or fuselage hatch
is enough to extinguish most flames. The
CO2 will quickly and effectively replace
the oxygen, extinguishing the flames.
Remember the fire triangle: you need a
fuel source, oxygen, and heat to produce
a fire. If you replace the oxygen with
CO2, there is no fire.
Start-up issues with a turbine are
unique, but easily handled when you
understand what is happening and are
prepared to react. This is one of the
primary reasons we still have a turbine
waiver process—to educate modelers
before that moment when knowledge
is necessary. When everything performs
normally, none of these exciting things
happen; it’s merely a simple 30- to
60-second sequence casually initiated by
the modeler.
For experienced jet modelers, working
with a new waiver applicant is a good
review for what can happen, why it
happens, how we can avoid common
causes, and of course, how to respond.
From here, the conversation usually
leads to flying and how to respond when
things go wrong and a crash occurs. The
first reaction that must be trained into
our heads is to shut down the turbine—
not just pull the throttle to idle, but also
to pull the throttle trim to idle.
Remember the fire triangle—fuel,
oxygen, and heat—is required to create
flames. Shutting down the turbine
removes a heat source should a crash
occur. This has proven effective in
reducing post-crash fires in turbine
aircraft.
Should a crash occur, you want to be
prepared with certain things to respond to
a fire. A good fire extinguisher is helpful.
In case this proves inadequate, make sure
the local fire department’s telephone
number is saved on your cell phone.
Neither may ever be required, but you
never know when you’ll need them.
Modelers should be prepared to
contact the local fire department
regardless of the power system
utilized in his or her model. We have
post-crash fire potential from many
other power systems; it’s not just a
turbine issue.
That covers the verbal part. Let’s fly.
Second Element
This is the second part of the key
elements covered in the Fixed Wing-
Turbine Waiver Application form:
the flight skills demonstration. Many
modelers expect fancy aerobatic flying
to be performed, but that’s not what we
are looking for; control is the main issue.
Good, basic aerobatic flying skills are all
that are required.
As someone who has been an event
director, I know the most important
parts of the flight are those near pilots,
crew, and spectators. So the takeoff and
landing requirements carry more weight.
You had better know how to drive a
model down the runway under control,
and stay near the centerline.
Lose control here and you’re either
going off the runway on the far side
or off the runway toward people. This
occurs not only on takeoff, but also on
landing. Yes, it happens.
At a major event a few years ago, a
modeler actually lost control of his jet
on landing. It came through the opening
in the safety fence and stopped in one of
the vacant startup boxes—definitely not
under the pilot’s full control. Moments
such as this scare the heck out of event
directors.
Basic Flight Skills
You will be asked to perform some
simple maneuvers, such as a Cuban 8,
but also a horizontal Figure Eight and
a missed approach from the opposite
direction as the takeoff. Why these two
simple maneuvers? They are to prove
you have basic flying skills and are not
limited to left-hand turns only, and to
show you can comfortably fly a model
through a circuit in either direction.
Turbine flying is not the place for pilots
with limited skills.
Another basic requirement is a highspeed
circuit not flown at full throttle,
but at an appropriately high speed.
What the CDs are looking for is the
ability to maintain a consistent altitude
while flying the circuit. This requires
some precision turn control at higher
speeds.
What is easy at 75 mph can become
tough at speeds of more than 150
mph. Precision bank angles and smooth
elevator input are key to performing a
consistent flat circuit.
If you take the flight test with a highspeed
turbine aircraft, do not attempt
at full throttle. It typically takes pilots
five to 20 flights to get comfortable
at full speed on a jet model. Control
in this case includes maintaining
comfortable speeds.
Landing
Land the airplane, control the landing
roll, keep it safely on the runway, and
shut down. That’s it. If you’ve done it
well, your turbine waiver will follow.
You will be required to make your
next five solo flights supervised by an
experienced turbine pilot. This is a great
way to develop friendships with fellow
turbine modelers.
Jet models can be and are as
straightforward, reliable, and enjoyable
to fly as any other type of model, but
they tend to be complex and fast so
they are unforgiving of mistakes. The
turbine waiver process is in place to aid
and educate you, all while developing
new friends with similar interests in
modeling and sharing experiences and
information.
Now, let’s get out and enjoy some
turbine flying.
Sources:
AMA Turbine Waiver documents
www.modelaircraft.org/documents.aspx#Turbines
Jet Pilot’s Organization
www.jetpilots.org
Edition: Model Aviation - 2012/04
Page Numbers: 124,125,126
Edition: Model Aviation - 2012/04
Page Numbers: 124,125,126
124 Model Aviation April 2012 www.ModelAviation.com
frcf s jcetsale
L ast year was an active year in my local club for jet flying, particularly for new
jet modelers earning their turbine waivers. Helping new jet pilots through the
waiver process is not only good for the new guy, but also for the jet modelers
who are assisting. It puts us in a position to verbalize what makes jet models unique
and our AMA regulations pertaining to them.
As our flying season starts, it is a good time for all of us to review the process—
both for our own operations and in case we are called upon to assist an aspiring
turbine applicant. The regulations have been unchanged for a while because they
relate to fixed-wing models.
Let’s start with the basic requirements. Before presenting yourself for a turbine
waiver, you must have completed 50 flights on a high-performance model, defined
as capable of sustained speeds of 100 mph or higher. Now that alone—flying models
capable of these speeds—is impressive.
Many of our new, larger EDF models have this performance capability and help
develop the skills for turbine flying. Many have the sophistication of flaps, retracts,
and even brakes, which make the crossover to turbine-powered models a natural
progression.
If you can meet these requirements, then you’re eligible to
progress to the turbine qualification flight. This is more than a
single flight. It is a test process administered by two CDs, one
of whom must have a turbine waiver. Both need to agree that
you are qualified when the test is complete. You can divide the
test into parts. First is the verbal and qualification flight, then
five solo flights supervised by an experienced turbine modeler.
The verbal test is more of a discussion with the CD to
prove your familiarity with the unique operating differences
of turbine engines and how they relate to the model flying
experience. I would suggest downloading two documents from
the AMA website document section: the Safety Regulations for
Model Aircraft Powered by Gas Turbines (Document 510-A)
and the Fixed Wing-Turbine Waiver Application (Document
510-D). These documents are thorough and concentrate on the
differences you can expect with turbine modeling.
Earning Your Turbine Waiver
by Jim Hiller
[email protected]
Boomerang ARF jets are available in many sizes.
This is the Nano, a straightforward, balsa ARF,
which is the smallest of the series.
What is expected during the verbal
part of the waiver test? Generally expect
what is covered in the Key Elements
section of the Fixed Wing-Turbine Waiver
Application form.
I like a discussion about the turbine
operations, fueling, startup, shutdown,
and general flying differences. The turbine
blows hot air out of the tailpipe, so think
about where you point it.
When fueling a turbine model,
most installation does not require
disconnecting the kerosene line from the
fuel pump, so fuel pressure is applied to
the solenoid valve leading to the turbine.
If this valve leaks you’ll have a turbine
full of kerosene and a hot start. This is
why most models are equipped with a
manual shutoff valve. Turn it off when
fueling to prevent kerosene from leaking
through the valve into the turbine.
This is most modelers’ first experience
with a power system controlled by an
electronic control unit (ECU) in which
many of the operations such as the start
and shutdown sequence are computer
controlled. It is important to understand
what your turbine is doing during the
start sequence so if something isn’t right,
you can recognize it and respond.
What can go wrong? Let’s review
a hot start with flames emitting from
the tailpipe during start-up. You’ll have
to make a few quick decisions if this
happens.
The modern tailpipes tend to be robust
and can tolerate some flame, but only
a small amount. Consider allowing the
start sequence to continue to completion
if it is a minor amount, but if larger, you
should shut down the start sequence. It
is better to know how. In many modern
ECUs, move the idle trim to the low
position with the throttle at idle and the
start sequence will stop.
The Fei Bao Velox is on
the upper end of jet
performance. This type
of jet is rarely used for
turbine waiver flights.
Now you still have flames behind
the turbine, and have no air movement
coming out of the turbine to blow the
flames away. What should you do?
I fly Jet Central and Wren turbines and
both are kerosene-start versions. They
offer the option of cycling the throttle to
get the starter motor turning—blowing
air out the back of the turbine to move
the flames out without inducing any
more kerosene to the flames. Often this is
all that is necessary, but if the turbine was
filled with too much fuel or a fuel leak
puddled in the fuselage and was burning,
what should you do next?
The AMA safety regulations state that
a fire extinguisher should be handy. It is
strongly recommended that a CO2
fire
extinguisher be used. Dry-chemical fire
extinguishers leave a residue that will
burn onto a metal surface, resulting in
unpleasant, potentially expensive turbine
repairs.
A quick, 1-second burst into a confined
space such as an inlet or fuselage hatch
is enough to extinguish most flames. The
CO2 will quickly and effectively replace
the oxygen, extinguishing the flames.
Remember the fire triangle: you need a
fuel source, oxygen, and heat to produce
a fire. If you replace the oxygen with
CO2, there is no fire.
Start-up issues with a turbine are
unique, but easily handled when you
understand what is happening and are
prepared to react. This is one of the
primary reasons we still have a turbine
waiver process—to educate modelers
before that moment when knowledge
is necessary. When everything performs
normally, none of these exciting things
happen; it’s merely a simple 30- to
60-second sequence casually initiated by
the modeler.
For experienced jet modelers, working
with a new waiver applicant is a good
review for what can happen, why it
happens, how we can avoid common
causes, and of course, how to respond.
From here, the conversation usually
leads to flying and how to respond when
things go wrong and a crash occurs. The
first reaction that must be trained into
our heads is to shut down the turbine—
not just pull the throttle to idle, but also
to pull the throttle trim to idle.
Remember the fire triangle—fuel,
oxygen, and heat—is required to create
flames. Shutting down the turbine
removes a heat source should a crash
occur. This has proven effective in
reducing post-crash fires in turbine
aircraft.
Should a crash occur, you want to be
prepared with certain things to respond to
a fire. A good fire extinguisher is helpful.
In case this proves inadequate, make sure
the local fire department’s telephone
number is saved on your cell phone.
Neither may ever be required, but you
never know when you’ll need them.
Modelers should be prepared to
contact the local fire department
regardless of the power system
utilized in his or her model. We have
post-crash fire potential from many
other power systems; it’s not just a
turbine issue.
That covers the verbal part. Let’s fly.
Second Element
This is the second part of the key
elements covered in the Fixed Wing-
Turbine Waiver Application form:
the flight skills demonstration. Many
modelers expect fancy aerobatic flying
to be performed, but that’s not what we
are looking for; control is the main issue.
Good, basic aerobatic flying skills are all
that are required.
As someone who has been an event
director, I know the most important
parts of the flight are those near pilots,
crew, and spectators. So the takeoff and
landing requirements carry more weight.
You had better know how to drive a
model down the runway under control,
and stay near the centerline.
Lose control here and you’re either
going off the runway on the far side
or off the runway toward people. This
occurs not only on takeoff, but also on
landing. Yes, it happens.
At a major event a few years ago, a
modeler actually lost control of his jet
on landing. It came through the opening
in the safety fence and stopped in one of
the vacant startup boxes—definitely not
under the pilot’s full control. Moments
such as this scare the heck out of event
directors.
Basic Flight Skills
You will be asked to perform some
simple maneuvers, such as a Cuban 8,
but also a horizontal Figure Eight and
a missed approach from the opposite
direction as the takeoff. Why these two
simple maneuvers? They are to prove
you have basic flying skills and are not
limited to left-hand turns only, and to
show you can comfortably fly a model
through a circuit in either direction.
Turbine flying is not the place for pilots
with limited skills.
Another basic requirement is a highspeed
circuit not flown at full throttle,
but at an appropriately high speed.
What the CDs are looking for is the
ability to maintain a consistent altitude
while flying the circuit. This requires
some precision turn control at higher
speeds.
What is easy at 75 mph can become
tough at speeds of more than 150
mph. Precision bank angles and smooth
elevator input are key to performing a
consistent flat circuit.
If you take the flight test with a highspeed
turbine aircraft, do not attempt
at full throttle. It typically takes pilots
five to 20 flights to get comfortable
at full speed on a jet model. Control
in this case includes maintaining
comfortable speeds.
Landing
Land the airplane, control the landing
roll, keep it safely on the runway, and
shut down. That’s it. If you’ve done it
well, your turbine waiver will follow.
You will be required to make your
next five solo flights supervised by an
experienced turbine pilot. This is a great
way to develop friendships with fellow
turbine modelers.
Jet models can be and are as
straightforward, reliable, and enjoyable
to fly as any other type of model, but
they tend to be complex and fast so
they are unforgiving of mistakes. The
turbine waiver process is in place to aid
and educate you, all while developing
new friends with similar interests in
modeling and sharing experiences and
information.
Now, let’s get out and enjoy some
turbine flying.
Sources:
AMA Turbine Waiver documents
www.modelaircraft.org/documents.aspx#Turbines
Jet Pilot’s Organization
www.jetpilots.org
Edition: Model Aviation - 2012/04
Page Numbers: 124,125,126
124 Model Aviation April 2012 www.ModelAviation.com
frcf s jcetsale
L ast year was an active year in my local club for jet flying, particularly for new
jet modelers earning their turbine waivers. Helping new jet pilots through the
waiver process is not only good for the new guy, but also for the jet modelers
who are assisting. It puts us in a position to verbalize what makes jet models unique
and our AMA regulations pertaining to them.
As our flying season starts, it is a good time for all of us to review the process—
both for our own operations and in case we are called upon to assist an aspiring
turbine applicant. The regulations have been unchanged for a while because they
relate to fixed-wing models.
Let’s start with the basic requirements. Before presenting yourself for a turbine
waiver, you must have completed 50 flights on a high-performance model, defined
as capable of sustained speeds of 100 mph or higher. Now that alone—flying models
capable of these speeds—is impressive.
Many of our new, larger EDF models have this performance capability and help
develop the skills for turbine flying. Many have the sophistication of flaps, retracts,
and even brakes, which make the crossover to turbine-powered models a natural
progression.
If you can meet these requirements, then you’re eligible to
progress to the turbine qualification flight. This is more than a
single flight. It is a test process administered by two CDs, one
of whom must have a turbine waiver. Both need to agree that
you are qualified when the test is complete. You can divide the
test into parts. First is the verbal and qualification flight, then
five solo flights supervised by an experienced turbine modeler.
The verbal test is more of a discussion with the CD to
prove your familiarity with the unique operating differences
of turbine engines and how they relate to the model flying
experience. I would suggest downloading two documents from
the AMA website document section: the Safety Regulations for
Model Aircraft Powered by Gas Turbines (Document 510-A)
and the Fixed Wing-Turbine Waiver Application (Document
510-D). These documents are thorough and concentrate on the
differences you can expect with turbine modeling.
Earning Your Turbine Waiver
by Jim Hiller
[email protected]
Boomerang ARF jets are available in many sizes.
This is the Nano, a straightforward, balsa ARF,
which is the smallest of the series.
What is expected during the verbal
part of the waiver test? Generally expect
what is covered in the Key Elements
section of the Fixed Wing-Turbine Waiver
Application form.
I like a discussion about the turbine
operations, fueling, startup, shutdown,
and general flying differences. The turbine
blows hot air out of the tailpipe, so think
about where you point it.
When fueling a turbine model,
most installation does not require
disconnecting the kerosene line from the
fuel pump, so fuel pressure is applied to
the solenoid valve leading to the turbine.
If this valve leaks you’ll have a turbine
full of kerosene and a hot start. This is
why most models are equipped with a
manual shutoff valve. Turn it off when
fueling to prevent kerosene from leaking
through the valve into the turbine.
This is most modelers’ first experience
with a power system controlled by an
electronic control unit (ECU) in which
many of the operations such as the start
and shutdown sequence are computer
controlled. It is important to understand
what your turbine is doing during the
start sequence so if something isn’t right,
you can recognize it and respond.
What can go wrong? Let’s review
a hot start with flames emitting from
the tailpipe during start-up. You’ll have
to make a few quick decisions if this
happens.
The modern tailpipes tend to be robust
and can tolerate some flame, but only
a small amount. Consider allowing the
start sequence to continue to completion
if it is a minor amount, but if larger, you
should shut down the start sequence. It
is better to know how. In many modern
ECUs, move the idle trim to the low
position with the throttle at idle and the
start sequence will stop.
The Fei Bao Velox is on
the upper end of jet
performance. This type
of jet is rarely used for
turbine waiver flights.
Now you still have flames behind
the turbine, and have no air movement
coming out of the turbine to blow the
flames away. What should you do?
I fly Jet Central and Wren turbines and
both are kerosene-start versions. They
offer the option of cycling the throttle to
get the starter motor turning—blowing
air out the back of the turbine to move
the flames out without inducing any
more kerosene to the flames. Often this is
all that is necessary, but if the turbine was
filled with too much fuel or a fuel leak
puddled in the fuselage and was burning,
what should you do next?
The AMA safety regulations state that
a fire extinguisher should be handy. It is
strongly recommended that a CO2
fire
extinguisher be used. Dry-chemical fire
extinguishers leave a residue that will
burn onto a metal surface, resulting in
unpleasant, potentially expensive turbine
repairs.
A quick, 1-second burst into a confined
space such as an inlet or fuselage hatch
is enough to extinguish most flames. The
CO2 will quickly and effectively replace
the oxygen, extinguishing the flames.
Remember the fire triangle: you need a
fuel source, oxygen, and heat to produce
a fire. If you replace the oxygen with
CO2, there is no fire.
Start-up issues with a turbine are
unique, but easily handled when you
understand what is happening and are
prepared to react. This is one of the
primary reasons we still have a turbine
waiver process—to educate modelers
before that moment when knowledge
is necessary. When everything performs
normally, none of these exciting things
happen; it’s merely a simple 30- to
60-second sequence casually initiated by
the modeler.
For experienced jet modelers, working
with a new waiver applicant is a good
review for what can happen, why it
happens, how we can avoid common
causes, and of course, how to respond.
From here, the conversation usually
leads to flying and how to respond when
things go wrong and a crash occurs. The
first reaction that must be trained into
our heads is to shut down the turbine—
not just pull the throttle to idle, but also
to pull the throttle trim to idle.
Remember the fire triangle—fuel,
oxygen, and heat—is required to create
flames. Shutting down the turbine
removes a heat source should a crash
occur. This has proven effective in
reducing post-crash fires in turbine
aircraft.
Should a crash occur, you want to be
prepared with certain things to respond to
a fire. A good fire extinguisher is helpful.
In case this proves inadequate, make sure
the local fire department’s telephone
number is saved on your cell phone.
Neither may ever be required, but you
never know when you’ll need them.
Modelers should be prepared to
contact the local fire department
regardless of the power system
utilized in his or her model. We have
post-crash fire potential from many
other power systems; it’s not just a
turbine issue.
That covers the verbal part. Let’s fly.
Second Element
This is the second part of the key
elements covered in the Fixed Wing-
Turbine Waiver Application form:
the flight skills demonstration. Many
modelers expect fancy aerobatic flying
to be performed, but that’s not what we
are looking for; control is the main issue.
Good, basic aerobatic flying skills are all
that are required.
As someone who has been an event
director, I know the most important
parts of the flight are those near pilots,
crew, and spectators. So the takeoff and
landing requirements carry more weight.
You had better know how to drive a
model down the runway under control,
and stay near the centerline.
Lose control here and you’re either
going off the runway on the far side
or off the runway toward people. This
occurs not only on takeoff, but also on
landing. Yes, it happens.
At a major event a few years ago, a
modeler actually lost control of his jet
on landing. It came through the opening
in the safety fence and stopped in one of
the vacant startup boxes—definitely not
under the pilot’s full control. Moments
such as this scare the heck out of event
directors.
Basic Flight Skills
You will be asked to perform some
simple maneuvers, such as a Cuban 8,
but also a horizontal Figure Eight and
a missed approach from the opposite
direction as the takeoff. Why these two
simple maneuvers? They are to prove
you have basic flying skills and are not
limited to left-hand turns only, and to
show you can comfortably fly a model
through a circuit in either direction.
Turbine flying is not the place for pilots
with limited skills.
Another basic requirement is a highspeed
circuit not flown at full throttle,
but at an appropriately high speed.
What the CDs are looking for is the
ability to maintain a consistent altitude
while flying the circuit. This requires
some precision turn control at higher
speeds.
What is easy at 75 mph can become
tough at speeds of more than 150
mph. Precision bank angles and smooth
elevator input are key to performing a
consistent flat circuit.
If you take the flight test with a highspeed
turbine aircraft, do not attempt
at full throttle. It typically takes pilots
five to 20 flights to get comfortable
at full speed on a jet model. Control
in this case includes maintaining
comfortable speeds.
Landing
Land the airplane, control the landing
roll, keep it safely on the runway, and
shut down. That’s it. If you’ve done it
well, your turbine waiver will follow.
You will be required to make your
next five solo flights supervised by an
experienced turbine pilot. This is a great
way to develop friendships with fellow
turbine modelers.
Jet models can be and are as
straightforward, reliable, and enjoyable
to fly as any other type of model, but
they tend to be complex and fast so
they are unforgiving of mistakes. The
turbine waiver process is in place to aid
and educate you, all while developing
new friends with similar interests in
modeling and sharing experiences and
information.
Now, let’s get out and enjoy some
turbine flying.
Sources:
AMA Turbine Waiver documents
www.modelaircraft.org/documents.aspx#Turbines
Jet Pilot’s Organization
www.jetpilots.org
