Add some bling to your jet with an Intairco High Flow Air Trap Tank. It’s a useful and well-engineered solution to the need for an air trap in jet models.
would move the flame back inside of the
turbine. The only option was to shut the
It sounds simple—shut it down when
you accelerate too fast. But remember,
you have to recognize what it is
happening and react. Flames behind
the turbine are visible on an open
installation, but on airplanes such as the
Reaction 54, it can burn the tail off of
This situation can be even worse on a
tailpipe-equipped airplane. You can’t see
the flames, but the heat builds up in the
tailpipe until the tailpipe fails and you
burn up the model.
Why this discussion? Acceleration
and deceleration rates have been set
up by the factory—admittedly on the
conservative side—for a reason. Change
them at your own risk. Turbine pilots do
not typically change these rates.
This issue is seldom discussed, so there
is not much of a knowledge base about
how to recognize and respond to issues
when you have exceeded the turbine’s
capabilities. Tread lightly here.
I have been adjusting my Rhino
SE’s acceleration and deceleration
to optimize performance, and I am
impressed by this turbine’s potential. I
have not yet reached its limits, and to be
honest, I do not want to after my bad
experiences throughout the years.
In my case, I started in the Running
Menu by moving the acceleration and
deceleration curves to the fast setting,
and then flying the model in hot and
humid conditions. You have to do this
when you are the only pilot flying
because you need to hear your turbine
to know it is still correctly operating.
Improved acceleration through the low
rpm range helps throttle response when
you are landing, particularly if a go-around is required.
When you are confident in these
curve settings, move on to the
acceleration and deceleration times. This
is when I can make real aerobatic flying-style improvements because I do not
fully throttle back to idle. Instead, I keep
some throttle on to avoid the turbine’s
poor throttle response at low rpm.
This is where Jet Central uses
acceleration and deceleration times.
Start by moving them one increment
at a time; be conservative in your
approach to this tuning. Bad things can
happen when you exceed the turbine’s
capabilities. Don’t forget to set the times
for the hottest, most humid, day and the
highest altitude you will be flying.
Most turbine manufacturers offer
some way for a pilot to fine-tune the
acceleration and deceleration rates.
Before you adjust these settings, you
must understand what the results could
be if you adjust too much. Be ready to
shut down the turbine.
I can’t tell you how many times in
my early days of turbine flying that I
100 Model Aviation SEPTEMBER2016