Best KingCat jetCat turbine?
07-22-2014, 10:25 AM
#26
Join Date: Nov 2005
Location: Keller, TX
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Hey Zeeb.
Don't worry. This is my dad's kingcat thread and the 180rx that jetcat has been putting through the ringer is mine. My dad knows all about the 180rx. John Redman has been testing with it for a while now. I am pretty confident they have it all ironed out. My vote was for a p200 since he has one sitting around. I really enjoy my 200.
Don't worry. This is my dad's kingcat thread and the 180rx that jetcat has been putting through the ringer is mine. My dad knows all about the 180rx. John Redman has been testing with it for a while now. I am pretty confident they have it all ironed out. My vote was for a p200 since he has one sitting around. I really enjoy my 200.
Last edited by cyphur01; 07-22-2014 at 10:28 AM.
07-22-2014, 10:44 AM
#27
Yessiree, I do know a lot about the 180 problems and I also know that, if there's a way to fix it, John R will do it. I think he's real close to sending our first one back to us.
I think ideally, I'd like a 160SX but theres never one around for sale when you want one and the 180RX is the same size/weight so i'll just pull it back a little. Yes, I have a P200 sitting around fresh from the shop ready to go, but with comments like high residual thrust, high fuel burn, higher weight, etc, it has me a little worried. I am graduating up from a 140 powered Elan.
I think ideally, I'd like a 160SX but theres never one around for sale when you want one and the 180RX is the same size/weight so i'll just pull it back a little. Yes, I have a P200 sitting around fresh from the shop ready to go, but with comments like high residual thrust, high fuel burn, higher weight, etc, it has me a little worried. I am graduating up from a 140 powered Elan.
Last edited by patrnflyr; 07-22-2014 at 10:50 AM.
07-22-2014, 01:21 PM
#28
Okay that's good to hear. I know John has been busting his butt trying to get things going as I tried to buy a 180 from him about the first of the year, wound up going to a Behotec since there was no sign of when the JetCats would be available what with the backlog of "fixes" being done to the 180 by JetCat Germany.
I have talked with John a number of times, bought a few things from him and really hope he makes a go of this distributorship. He's been an asset to the modeling community for quite some time, I just think he got into a bunch of alligators when he went in to drain the swamp.....
I have talked with John a number of times, bought a few things from him and really hope he makes a go of this distributorship. He's been an asset to the modeling community for quite some time, I just think he got into a bunch of alligators when he went in to drain the swamp.....
08-01-2014, 07:14 AM
#29
Yessiree, I do know a lot about the 180 problems and I also know that, if there's a way to fix it, John R will do it. I think he's real close to sending our first one back to us.
I think ideally, I'd like a 160SX but theres never one around for sale when you want one and the 180RX is the same size/weight so i'll just pull it back a little. Yes, I have a P200 sitting around fresh from the shop ready to go, but with comments like high residual thrust, high fuel burn, higher weight, etc, it has me a little worried. I am graduating up from a 140 powered Elan.
I think ideally, I'd like a 160SX but theres never one around for sale when you want one and the 180RX is the same size/weight so i'll just pull it back a little. Yes, I have a P200 sitting around fresh from the shop ready to go, but with comments like high residual thrust, high fuel burn, higher weight, etc, it has me a little worried. I am graduating up from a 140 powered Elan.
http://www.rcuniverse.com/market/item.cfm?itemId=990960
The other issue is that he's got zero feedback.....
08-01-2014, 05:38 PM
#32
things I learned about this jet over the last few yrs..
go thru the plane and make sure all the servo mounts, linkages, and arms are solid.. that aircraft will do 200 on 25lb of thrust.. and go uphill like crazy with a 160/180.. As it gets faster, and faster, it has a tendency to climb with a big power output during high speed, but during lower speeds, will pitch ever slightly down with big power, so be judicious until you get used to it..
Also with a 160/180, it will want to leave the ground butt first.., so set your nose gear steering small throw so you won't wheelbarrow.. I use a gyro on the boom/rudders.. not much gain, but it stops the waggle..
I went from an élan to this jet too.. the difference is this aircraft won't glide like the élan.. once those barn door flaps are down, you will have to carry power.. The jet will fly extremely slow though.. I think stall is around 22mph.. so it will want to keep flying in ground effect.. If it hits nose first for any reason, go around and avoid the kangaroo hop.. it will hop and buck like a bronco.. If you bounce it, just stabilize it and set it down mains first, avoid the tendency to yank the nose up.. I use 1/2 inch crow.. some guys use more.. definitely needs crow to drop the tail..
As far as CG, I fly mine 1/4 to 1/2 inch behind the hole in the booms.. If needed you can add tail weight in the horizontal or booms.. The hole is too far forward imo..
Some guys change out the nose wheel for a smaller wheel, and that helps it set down and stick a little better, but I didn't use that.. Its my favorite aircraft. enjoy..
John taught me most of what I know about the king cat, so he is a great resource..
go thru the plane and make sure all the servo mounts, linkages, and arms are solid.. that aircraft will do 200 on 25lb of thrust.. and go uphill like crazy with a 160/180.. As it gets faster, and faster, it has a tendency to climb with a big power output during high speed, but during lower speeds, will pitch ever slightly down with big power, so be judicious until you get used to it..
Also with a 160/180, it will want to leave the ground butt first.., so set your nose gear steering small throw so you won't wheelbarrow.. I use a gyro on the boom/rudders.. not much gain, but it stops the waggle..
I went from an élan to this jet too.. the difference is this aircraft won't glide like the élan.. once those barn door flaps are down, you will have to carry power.. The jet will fly extremely slow though.. I think stall is around 22mph.. so it will want to keep flying in ground effect.. If it hits nose first for any reason, go around and avoid the kangaroo hop.. it will hop and buck like a bronco.. If you bounce it, just stabilize it and set it down mains first, avoid the tendency to yank the nose up.. I use 1/2 inch crow.. some guys use more.. definitely needs crow to drop the tail..
As far as CG, I fly mine 1/4 to 1/2 inch behind the hole in the booms.. If needed you can add tail weight in the horizontal or booms.. The hole is too far forward imo..
Some guys change out the nose wheel for a smaller wheel, and that helps it set down and stick a little better, but I didn't use that.. Its my favorite aircraft. enjoy..
John taught me most of what I know about the king cat, so he is a great resource..
Last edited by gooseF22; 08-01-2014 at 05:50 PM.
08-01-2014, 07:55 PM
#33
Thanks a bunch for all that info. I wish there was one thread that was the "go to" thread for advice on this jet. I may have missed it. Really appreciate it and will review it again as we get closer to flying it. John
Last edited by patrnflyr; 08-01-2014 at 07:59 PM.
08-02-2014, 11:29 AM
#34
180 is awesome as many have stated previously, but I think best all around performance is with the P140.........of course I only put the 140-180 performance slightly better than my trusty iron lungs from AMT!!!!! ;-)
As a longtime admirer of dinosaurs.... I couldn't resist.
Hell a P120 gives stellar performance and I only mention the 140 because it gives better acceleration from a dirty flyby than a P120.
Have fun fun with her and don't be afraid to move CG back.
As a longtime admirer of dinosaurs.... I couldn't resist.
Hell a P120 gives stellar performance and I only mention the 140 because it gives better acceleration from a dirty flyby than a P120.
Have fun fun with her and don't be afraid to move CG back.
08-10-2014, 03:35 AM
#35
Hi patrnflyr, here is the video of the KingCat /P180RX testing conducted in Houston a few weeks ago. As I pointed out in the thread, the flight also demonstrates the flight envelope of the KingCat. You will see John was commanding some aggressive power changes and air speeds throughout the flight. Not knowing what type of flying you like to do but you will probably get a good idea if this engine / air frame combo is what you are looking for.
http://youtu.be/BL-piBEvUr0
http://youtu.be/BL-piBEvUr0
Last edited by SkyKnight; 08-10-2014 at 03:43 AM. Reason: Woops!! spell cecking
08-10-2014, 04:51 AM
#36
Hi patrnflyr, here is the video of the KingCat /P180RX testing conducted in Houston a few weeks ago. As I pointed out in the thread, the flight also demonstrates the flight envelope of the KingCat. You will see John was commanding some aggressive power changes and air speeds throughout the flight. Not knowing what type of flying you like to do but you will probably get a good idea if this engine / air frame combo is what you are looking for.
http://youtu.be/BL-piBEvUr0
http://youtu.be/BL-piBEvUr0
02-13-2016, 05:29 AM
#37
My Feedback: (57)
I just purchased a JB220 that I'm going to use on my KC & maybe share with my SM Large Hawk, has anyone tried this combo? Also, anyone have problems with the BVM supplied fuel fittings & lines using the bigger turbines?
i will turn my JB220 down to 36lbs.
any info greatly appreciated!
Thanks, Jay
i will turn my JB220 down to 36lbs.
any info greatly appreciated!
Thanks, Jay
