BVM is pleased to announce the release of our 1:5.8 scale F9F Cougar.  The US debut at Jets Over Kentucky 2014 was the first chance for BVM customers to witness the Cougar in action. Since July, the BVM team has been extensively flight testing our 2nd and 3rd prototypes. They reflect all of the efforts and experience BVM is known for.  This flight testing has been conducted using three different engine manufacture's 100N engines. 

  The Cougar is equipped with pneumatic gear doors and landing gear, and features BVM "O" Ring Brakes.  The air system comes to you 100% installed and ready to use. The difficult work has been expertly completed for you; all that is required to complete your Cougar is a receiver, pilot, UAT, engine, batteries, and 8-10 hours of your time.

 The servo's are the same high quality brushless, digital, high-voltage, metal geared servos that have been in service with our popular F-16.

  The Cougar features many scale highlights such as sequencing gear doors, servo driven speed boards, and body flaps.  To finish off the visual appeal, a high intensity light system and a smoke system also come installed.

  The traditional BVM instruction manual guarantees your success with this 1950's and 60's Navy/Marine swept wing Fighter/Attack Jet.

Specs:

Length: 84”

Wing Span: 72"

Weight: 26lbs-27lbs Dry

Thrust: 100N Class (20-22lbs)
 

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#K7000-07  VT-23  White, Red Orange, Blue

#K7000-08  VT-22  Red Orange, White

Cougar on display @ Naval Air Museum
Pensacola, Florida.

#K7000-05       Pensacola Display

#K7000-09     VA-26 Gray with Blue/White Trim

Discussion:  As you can see from the photos below the BVM demo Cougar has scratched wing tips. This can occur on landing in a stiff crosswind or failing to come to a complete stop (or almost) before turning the model for taxi back. The BVM product #2197 "Skidz" can be applied as shown below to help prevent this cosmetic insult from happening. See also the instruction sheet that is in the "Skidz" package.

NOTE:  This early prototype Cougar was not equipped with wing tip lights.

Addendum #06172015

Things Still Come Loose

  Turbine engines and electric ducted fan powerplants are dynamically balanced, smooth running machines.  When they are operating properly, you cannot feel any vibration affect on your model. Piston powered operation is quite different of course, and modelers who fly them are used to countering the associated low frequency vibrations.
  So, why do things still come loose on our jets?  Taxing, take-offs, landings, and trailer transporting, all contribute to imparting multiple frequency vibrations to every component that is mechanically fastened to the airframe and landing gear.  The frequency varies with the ground speed, runway texture, wheel diameter, tire durometer, strut shock absorbing capability, and number of operations. The amplitude of these forces is generally low, but the range of frequency is broad.

How To Prevent A Problem

  If you assembled your own model, you will be ahead of most problems. If your model was assembled by any other entity, be it a local builder, or an off-shore source, it would be good practice to check all threaded or clipped fasteners before the first flight. You might even find a missing set screw.  A drop of Pacer Z-42 (similar to blue Loctite) on threaded bolts into metal parts is an excellent practice.  This does not apply to metal fasteners into plastic however.

  To best ensure that a sheet metal screw, wood screw, or threaded bolt will not back out of hardwood, screw it in, then remove it and put a drop of ZAP Thin C.A. into the threaded hole, and then reinsert and tighten the screw. You can add a drop of Zap-A-Gap to the head of the screw as it seats against the part being secured.
  Self tap screws and threaded bolts that are tapped into thermoplastics materials such as BVM's injection molded Carbon Fiber Angle Brackets, usually don't need a lot of attention because of the elastic properties of the thermoplastic.
  Every machine needs periodic maintenance, especially high performance jet aircraft. Active BVM Representatives and customers who log hundreds of flights per year, suggest that jet pilots should perform these checks about every 20-25 flights. It's part of the hobby and kind of fun to fuss over your pride and joy, and it is insurance against a ground or airborne failure.

Trailer Transporting

  When you transport your jet, it is best to rest it "gear up" on a thick foam pad and of course, secure it with straps to the trailer shelf or floor.  This will save a lot of low frequency vibration wear and tear on the landing gear.

  We make it a practice to stop just a few miles after leaving BVM to check that the models are "staying put" after a few bumps and brake applications.

See also BVMJets.com/Jet-Foam Cradles