Flying a turbine from takeoff to airborne artistry IS like any other model as long as the turbine stays running. The rubber meets the road in landing mode and deadstick. As a 30+ year modeler landings of all other types of r/c models were of the most challenging and
FUN part of the flight envelope. Even D/f jets and electrics to warbirds I lump in same category as gasser warbirds can have just as high wingloadings. As for Jets I dread the landings, (and I can grease them in nose high and learned on 300' concrete with a trainer Kangaroo and never rooe'd it once.) most jet pilots do as well, as evidenced at jet meets 98% of any jet sortie includes only one takeoff/landing per flight.

As for me the big differnace is residual idle thrust, take your big war bird and figure out how to land it @ 10% throttle, figure out flaps and angle of attack to allow high residual thrust to become usable as the wing becomes a brake from angle of attack. To do this you must transition from flying to near stall, back up to power on landing with angle of attack so airspeed is above stall yet ground speeds reduce for gentle landings. All while guessing what these numbers really are and little room for error.

As I parade turbine jets around most R/c flying feilds versus airports, I could not rely on ground based observation points so I really only got comfortable with landing turbine jets with the use of an Eagle tree telemetry. Sure makes maiden flights a non event becuase it really shows you that takeoff airspeed is the same as landing airspeed only ground speed being the BIG differance. At lift off of a new model one immediatley knows a minimum airspeed for landing pattern routine.

As for me I really admire the jets jocks that can fly a complete landing pattern power on full pattern and touchdown at will versus the ones who just let it ride with 2500' of mistake concrete room.

Some of the notables to me are F4 pilots that have transitions near that stall speed yet be as much as 50% power on @ touchdown given the tiny wings and still be near 30MPH ground speed.

Or I seen a BANDIT ARF powered by a AMT Mercury which would make it almost 2lbs over the intended design and residual thrust even more of an issues yet the TEAM JR factory rep did a gear down pass nose high power on, full pattern touchdown near 30MPH as a no brainer.

Or I seen David Shulman doing rolling loops with a AMT 180 in a Boomer XLARF, having to muscle every control to get through its paltry vertical speeds, only to have a flameout (OUT OF GAS) no worries, only 50' high inverted in a roll at top of loop and coast it into his feet.

That's my goals and only turbine jets (beyond trainers jets) have the flight envelope to get one to that level. IMHO I definately think the Eagle Tree telemetry makes it possible for anyone that does not have the natrual gift of imbedded telemetry to model. 02