Comes with a 2L tank but there is tons of room up front for much more fuel. A Falcon will be just fine. There is also ample room for most any engine size!

Dean Wichmann
www.pstna.com

I saw the kit at Liberty Bell Jet Rally at the GNM booth. VERY impressive. I have my eyes on one of these for sure. Just curious to see if anyone has built one yet and how they would rate the building as well as time needed to build?

Thanks - Adil

I have one of the first ones. The building is superb, and the quality is nice, it goes together very fast and everything fits togethers very nicely. The elevator servo is probably the toughest thing to mount, but otherwise everything else is straight forward.
Mine is due to fly, I have put it off as long as I can and plan on doing this weekend. One thing after another has impeded my progress. Last time out, I lost a screw on the landing gear and t was an hour back home from the airport. My biggest concern is the weight. I had to put a good bit in the nose to get my CG correct. And I was really careful about making sure everything was as far forward as possilbe. After the test flight I will feel better I am sure. My plans are for Saturday morning, weather permitting, and the video will made. The real shame for me is that I have had this plane in my possession since November and have been so busy with work and other things that I have not flown it yet...[:@]
WIll update you when I give it try.
Tommy

Test Flight Report
The day finally came to test fly the PST Panther. My Panther (serial number 8 I believe), was delivered via special freight in Novemebr 2005. Mine was shipped in primer and painted by me, so you can find those particulars in another thread. I used the PST pipe, custom PST retracts and wheels with hydraulic brakes. No speed brakes nor inboard (fuse) flaps. Powered by PST 600R with PST fuel tank and BVM UAT in the nose. The plane required about 14 ounces of lead in the nose to balance at the reported CG of 3.75 inches rear of the LE of the wing at the root rib where the wing attaches. Temps today in the low 90's with a pretty stiff breeze, 7-10 with gusts to 12 down the runway, from the south. Humidity around 85%.
Engine fired right up, temps were in the 400's, everything looked good. Nothing but butterflies in my stomach to keep if from flying at this point. Taxied down wind for turnaround, flaps down to 15 degrees, turned into the wind and applied the brakes. I throttled up and released the brakes. Previous taxi testing had showed that you want lots of expo in the steering, the nose gear is very sensitive. So this time I was easy on the steering and she stayed right on the centerline, I eased into the elevator and she lifted off at about 200' and started skyward with authority. My immediate response was one of elation and my concern about it being too heavy faded. I retracted the gear and it was amazing to see the gear doors operate like they were supposed to do. The flaps came up and she immediately started to pick up speed. I decreased the throttle to cruise at around 75%. The aileron throws as suggested are very responsive, use expo in them to make it more manageable and soften it up. I noticed it took a little more elevator in the turn than my Ziroli, but that is probably due to the extra weight. As the Panther burned off fuel I noticed it became a little more pitch sensitive but did not appear to need more trim, it just became more sensitive. After take off I only needed about three clicks of up to fly level. This thing is beautiful in the air, pics to follow.
The interesting part of this story comes in around the 4.5 minute of the flight. I started to enter the pattern for landing and dropped the gear. I noticed right off that the speed started to decrease when the gear deployed so I increased the throttle a bump or two to maintain speed. I entered the down wind leg and everything felt fine. I put a few clicks of down in to maintain a solid rate of descent. When I dropped the flaps to the first degree (15 degrees), she immediately dropped the left wing. I throttled up immediated and started to retract the flaps. I was only about 80 feet high. THe engine was coming up to full power, but the gear was down. I gave it right rudder and she straighted up, but it was obvious that it was going to hit the ground. I hit the engine kill switch as it hit a small hill at about 30 degree angle. The plane bounced back into the air hitting at its front. It landed about 15 feet from where it first made contact. There was no fire.
Damage assesmment. The airframe was totally destroyed. The two main gear were destroyed, a testament to how well the landing gear blocks were in place. The frames were both twisted and the trunions ripped out, but the blocks were still in place. The tank ruptured, but there was no fire. The pipe was not hurt. The engine got a small ding in the can, but everything appears to move freely, but I have not attempted to start it again. One servo was destroyed, the rest appear to have made it thru without damage. The pilot lost his right hand
Lesson learned. The CG as quoted appear correct but the elevator is really sensitive here, make sure the fuel tank is empty when you check the C.G.. I did this, and even cut a small hole in the duct to move the engine as far forward as possible. If I get another one I will do the same but may even add a little more weight in the nose. The plane flew fine but felt like ti was becoming a little tail heavy as the fuel burned off. You may want to make sure that you have a good bit of expo in the elevator for the first flight at least when it is on high rate. Make sure you are on high when you start introducing the flaps and do not add the last bit of flaps unless you have altitude and throttle in play. The plane stops on a dime as the flaps come out. I had a little tail wind which contributed to my demise here. I let it get to slow, when you take into account the wind at my back. The plane flies nicely and looks so damn good in the air. I am mostly sick because I paid so much to get it here months ago, now mine is gone and there is a waiting list to get one....[:'(]...also my gear damage will have to be repaired at the factory. The brakes work nicely and are very realistic and smooth. The plane flies well on 14 pounds of thrust. Pay attention to the CG and be conservative with the flaps. PST has a winner. I just need to get back on the horse....
Tommy

Tommy, I'm glad you enjoyed the 4.5 min fligth. So sorry it ends with totaled plane. I got few pics of the aweson work you did to she. It's sad knowing that you lost that beautifull plane in the very first fligth. At least we have some inputs of the flying characterists and start learning from your experience. I hope you get the second one soon. I make it to the first batch and should be at home by the next week. Mine will be a blue tail with pst gear. For power my only P-80. So how much you think I can move the cg to the front for the first fligths?

Let's her RIP

Brgds,
Alejandro

Just stick with the described CG, mine was at 3.75 inches rear of the LE, as stated in the manual.. Yeah it was an expensive 4.5 minutes...LOL... She was unique and the color scheme looked really good in the air.

Here are the pics, R.I.P ole girl......

More....[]

Ok! How much expo you suggest? Are they apply to all surfaces? or just elv. and ail. I think a gyro for steering will help me. I can borrow the gyro from my BoomerXL she's not too sensitive in the runway. What servos did you used?

Alejandro

I think I am gonna go off somewhere now and cry.......

I would use expo on the nose steering, the elevator and the alierons. i was using the JR radio and had mine set at 40% and they seemed fine on the ailerons. I would increase mine next ne to 50 on the elevator, and I had about 60 set in the steering servo. You don't want too much steering, if she starts rocking back and forth, you are going to scuff a wingtip, not a doubt about it.,,,

I'll cry with you Tommy.... That just plain s*@&*

AS to servos I will have to look for specifics, but I do remember I did not use digitals on the flaps, I just used HD metal gear with lots of torque. I used a digital Hitec on the elevator, and a HD standard on the brake mechanism. Be sure to get all of the air bubbles out of your brake lines.

The sad remains, and Buck is crippled for life, he may never fly again.....

Ouch!!!! Now my tears are falling. You make me cry Bud. I think Buck will fly again, just few month in therapy and he'll make it.

I'm planning to use Fut.3305 on flaps, Jr digital for ail and elev, not sure yet for rudder if Digi. or analog. Still have 4 spares HT5625 one will go to the brake valve. the manual suggets lot of torque here.

I feel your pain bud and I'm doing it here already for you.

Best Regards

Ben

Doc, Been there done that................But I must say you have more left to work with than I did on my Ziroli. Dubya didn't make it out alive in mine.

How much did it weigh, balanced and no fuel?

Terry,
I never put it on the scales. My guess is around 22 pounds with weight in the nose. They are about right on in their advertised numbers. It is a little heavier than the Ziroli, that is for sure, but loads of deatil and no planking. Like I said it took around 14 ounces of lead attached to the front nose former to balance out. It handles the weight with no problem. Keep mw posted with yours, I'm envious, I am gonna make some calls tomorrow and see about getting another one in here soon.
Tommy

My Ziroli was 25 lbs with the sliding canopy and the scale cockpit. Flew well with the Ram 500 bumped to 155K RPM and the Wren Augmented pipe. Even flew it from our grass field take off on grass was about 200 feet with flaps and about 100 feet more with out them. The last flight was the only one I filled the 94 oz tank all the way. Lost contact with it on the 4th or 5th circuit. It was flying fine until then.

Last picture before the expiration date of the airframe.

so sorry....she was lovely...

Agreed on the ailerons and we will reduce the recommendation down to 15mm max L/R (instead of 20mm) with dual rate down to 10mm. We will look at the CG again and a little nose heavy is always better than tail heavy.

A replacement is on request and hope that DocYates will be back on the saddle again soon.

Regards,
Kraivuth S.

Sorry to hear that Doc, it looked great.

What are you gonna do with the airframe?


One time I hit a tree so hard with a Yellow F-4 that it blew the OS 91 into pieces.
The plane looked like confetti, nothing recognizeable.

A friend of mine actually pieced it all back together, it looked like a mosaic before it was sanded and primered.
It actually lived for another 10 flights after that, before a dead stick and giant ant hill fianlly buried it for good.

Ronnie,
I have have seen a lot of things fixed but I don't think anyone I know of could have fixed it when I got thru with it....LOL
Tommy

Kraivuth, any change in the CG set up?

Rgds
Alejandro

Gentlemen

The most recent batch of kits that are now in the hands of customers are lighter in weight and feature more detail than previous examples. Over the course of the last three months we took a standard kit ( Blue Tail version ) and built it according to the instructions. We added main gear ( strut ) doors and nose gear doors. No inner flaps or speedbrakes are used on our demo model. One thing that we did do was to cut out half moon slots in the front nose former to accomodate two 3300 NiMh packs ( ecu / receiver ). Our complete weight with Blue Box pilot, and 9 oz of nose weight is 23.5 lbs. THE CG IS CORRECT AT 3.75 " as indicated in the plans. Balance with tanks dry and gear down.

I am off to a jet rally for the next 4 days but when I get back I will be working on a full flight synopsis for you. In the meantime here is what you can expect.

1) Use take off flaps at 15 - 20 degrees. Flaps are VERY effective on this aircraft and MUST be used.

2) Nose wheel requires less than 5 degrees of throw in either direction. In addition I use 40% expo. The aircraft taxis like a tank with this setting and NO gyro is needed for take off.

3) Ailerons - I found that 18mm of max throw ( 20% expo )was quite sufficient BUT the aircraft does like to use a lot of aileron throw for rolls. The coordination of rudder helps.

4) Elevator - I have 18 mm of throw in either direction. I found that the Panther requires no more than a 1/2 pull on the stick to make pretty as can be loops! But make sure you have the available throw because on flare you will be using the up elevator.

5) Landing flaps - use 35 - 40 degrees. I found no pitch mixing was necessary on this aircraft.

Landing technique - The plane cruises around very nicely at 65 - 70 % power ( 14 lb turbine ). Prior to a loop - I go to full throttle and just pull and she loops beautifully with no tendancy to fall off or corkscrew like some 50s era jet fighters. When you are ready to land....maiantain 50 - 60% power drop the gear, then go to half flaps. The plane will cruise around nicely in this configuration. After a pattern or two drop to full flaps. Add a little power - to 70%. Once again the plane will stay aloft in this configuration and is very stable. KEEP THE POWER ON THROUGH THE DOWNWIND LEG. Now once you are set up for base SLOWLY begin bringing back the power until on final you are carrying only about 15 - 20%. Initiate a flare and bring the throttle to idle. Hold her off the ground ( at 3 - 4 ft ) with elevator progressively holding more elevator. The plane will land INCREDIBLY slow and softly. Grumman had a winner with this early carrier jet and it really shows its stuff on slow landings. But this is the key. Hold it off until all the lift is gone otherwise you will find yourself flying again! I used this technique many time over while demoing the Panther ate Jets over Whidbey. Many were astonished at how slow she will land.

More to come!
Dean Wichmann
www.pstna.com

Thanks for the input Dean. My blue tail arrives today to Pueto Rico. I hope the man in brown, bring her to my work place tomorow.

Rgds
Alejandro