High Speed and Aerobatic test flights
accomplished June 22, 2000

Flight #4

The atmospheric conditions could not have been better, at 8am the sun was at our backs and there was a slight southerly breeze, 3-5mph, right down the runway.
The purpose of this flight was to check the model's airframe and control system worthiness at 200 mph.
The takeoff was accomplished using 15° of flaps and ½ deflection of the leading edge slats. The engine was spooled up to 1/3rd throttle and then I released the brakes, checked for a straight roll and then smoothly advanced the throttle to 100% power. After the flight we paced off the lift off point to be 200ft +or- 10ft from brake release. The model had a full load of fuel (4.8 Liters) and the wings were clean (no tanks).
This kind of performance will allow operation from 500ft paved model runways or 700' grass strips.
After a couple of trim laps around the field and with the flaps and slats retracted, it was time to put it to the test. Mitch Weiss handled the "Stalker Pro" radar gun, operating it in the "Peak" mode - that means it saves the fastest speed recorded.
A halfhearted attempt produced a speed of 178mph - the next run was 191, followed by 196. My goal was to prove the F-100's worthiness at 200 so on the next run I put the power to 100% earlier in the slightly descending turn, leveled off at about 50 ft and bore straight down the runway's outer edge. Mitch had an almost perfect head-on shot with the radar gun, 212 mph was recorded as the F-100 and its AMT AT-280 roared by still accelerating! I made a high G pull up and let it climb.
We had just proven that the new BVM "Engineered for Success" slogan can be honorably applied to our Super Sabre.
A lot of things have to be right for a model of this size, weight and scale fidelity to exceed 200 mph and live to fly again.
Since the AMA has dictated a maximum limit of 200 mph for jets, we felt that we must prove our new model to be safe at that speed plus a comfortable margin of safety.
As the size, weight and complexity of our models increase so does the need for everything to be just right. The parts, plans and instructions that BVM will supply with the F-100 will be extremely accurate so that each customer's model and control rigging can duplicate the prototype. As long as good and experienced modeling techniques are applied to glue and screw the parts together and the necessary time is devoted to making sure things are right, every F-100 kit we sell will be successful.


Flight #5

The radar gun was used again, but this time to determine that the normal fly-by that included a slow roll or roll into a straight inverted flight is performed at 150-160 mph. A pull up into an immelman turn or loop is executed at about 170-180 mph.
Axial rolls and straight pull-ups are the essentials of any aerobatic routine and it appears that the F-100 has what it takes to allow development of a scale-like air show presentation. The approach speed, i.e. the turn to final was clocked at 65-70 mph with full slats/flaps and speed brake deployed.
The final (wings level) approach speed was gradually slowing from 65 mph down to 50 mph and a touchdown at 45 mph. This is very similar to a BVM Phantom that we radar checked recently.
The approach technique is very similar to the F-4 in that it is a "power on" affair. The F-100 will hold a flare out a bit longer and allow you to ease the mains onto the runway and hold the nose up for aerodynamic braking. If a short field landing is required, preset the brakes. A touchdown and smooth roll out can be accomplished in 300-400 ft.


Available flight time:

The F-100 takes off with 4.8 Liters of fuel. To error on the safe side, our "brakes off" to "brakes on" time was kept to 6 minutes for these initial flights. There was about 2 Liters of fuel remaining after shutdown. For now, we have an extra 16oz (.47 Liters) tank in the model that empties first, I call it our "start and taxi fuel". It is certainly not a must but it will afford more ground time if you are at a jet meet and must wait your turn to take off.

The prototype will now be used to allow us to totally document each part and complete the instructions and plans.
A second airframe will also be assembled to be sure that the prototype-to-production process is accurate.
The first jet event for the F-100 will probably be the Heart of Ohio Jet Scramble on August 25-27 in Columbus, Ohio.

Acknowledgements and Thank You's

Lynn McCauley of Ft. Worth, Texas developed the F-100 D that evolved into this BVM kit. He was extremely knowledgeable of and experienced with the components that add up to a good flying model.
Thanks to Jim Wiegle and the entire staff at AMT U.S.A. for the power system support and the use of the radar gun.
Thanks to the great people at Horizon Hobby who sell and support the JR radio systems. There were some special challenges with this jet. F-100 customers will benefit from their help and receive a flight data sheet reflecting the final set up in the prototype. It can also be emailed and downloaded from a PC.
As many of you know, we have a great staff here at BVM. I thank them for the extra effort that it takes to make a project like this happen - it was a team effort.


"Engineered for Success" - It's easy to say - not so easy to accomplish.

Bob Violett

More info on the F-100D

The initial flights of the F-100D

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