Dozens of these planes were sold by Pat McCurry in kit form. This was/is a very popular kit, but Pat was no longer able to produce the kit. We purchased the rights to the kit from Pat in early 2008. We will be able to sell the kit as an ARF for just $799, which is less than the kit, covering and hardware sold for!
This is the best high performance jet for grass fields. It has a low wing loading for short take offs and landings, and it has very strong landing gear which trailing link to absorb bumps in the runway.
While this jet can be flown fast, due to the large wing area and lifting body fuselage the DV8R can fly very slowly without tip stalling. While maximum speed is about 180 mph, it can fly at 30 mph as well.
We redesigned the wing slightly so that it could be made from wood instead of foam, and to make it 3 pieces for you to transport it more easily. The original wing was one piece. The wing shape and strength remain as is. The excellent flight characteristics of the DV8R will remain unchanged, though now the center section of the wing can stay on the fuselage with the landing gear. This makes the DV8R much easier to transport and to set up at the field.
We made the fuselage in 2 pieces to greatly reduce shipping costs. In the USA the shipping will be reduced by $75. The fuselage is easily glued together to make it one piece by you.
We tested retracts and brakes from Sierra Giant Scale and Robart, and decided to make our own. Our own design is the best and the least expensive by a considerable margin.
Image shown to the left is a customers install of a "Jet Cat P120" in the TBM DV8R". Customer had to cut off 1/4 inch from each side of the rails and cut down the mount to just the 4 bolts you see in the photo.
|Turbine||22-30 lb ofthrust|
|Oracover Codes for the TBM DV8R|
|Sport Yellow||Yellow 033 Red 022 Black 071|
|Australian Blue||Blue 052 Red 023 White 010 Decal 053|
|Orange Tiger Meet||Orange 032 Red 022 Black 071|
|Russian Red||Blue 053 Red 022 White 010|
Russian Red Parts:
DV8R Done (prototypes, there is no Yellow Tiger Meet DV8R, only Orange):
Note: These photos do not reflect our new color schemes.
Luis Parraga 's DV8R
Enjoy a great video by Gerry Hinshaw!
Australian F-18 Anniversary Edition inspired a color scheme for the DV8R:
Clocked at 198MPH!
Well, I had four successful flights today. I am very impressed with the jet. Here are my observations for those that follow:
- I thought the CG was right on.
- Factory throws are fine
- No upthrust or downthrust needed, plane flew on rails across the power range.
- 26-30 pound turbine is the right size in my view for fuel system size, weight and residual thrust standpoint. My plane weighed in at 28 pounds with ballast, so thrust to weight would be just under 1 to 1 with fuel. I am using a P120SX and feel it is a great choice for this airframe.
- There is a ton of coupling in the control surfaces. If you are going to maiden this plane, have a spotter you can trust to work the trims. Changes in flap position or introduction of crow cause crazy changes in pitch and you want to focus on flying while someone else sets the trims. Flaps cause significant pitch up, so you might program in some down elevator in your flap system for both approach and landing positions.
- Aileron differential is really helpful for rolls.
- I was in a 10 MPH direct crosswind and the plane handled very well. The wide gear stance really helps.
- You will need about 2-3 mm of up elevator in level flight
- I really like the way the plane rotated. Very smooth ... no leap off the runway.
- I built the plane stock, including all the hardware and the recommended retracts. I have had no problems with any of it. The only component I changed out was the landing gear valve, which I exchanged for a BVM hi flow. My plane holds air overnight and the retracts work flawlessly.
- The plane loves to fly slow. If you get too slow, it won't snap, but it sends a clear signal with a deterioration in roll control.
- There have been a number of posts on bounce and my first two landings had a bit of hop. This is pretty standard for the airframes that I have owned that are very good in the air ... the envelope between too much speed or too little speed on landing is pretty narrow. My last two landings were greasers and here are the adjustments I made.
+ Use Crow. (Crow will also cause a lot of pitch up).
+ The elevators are not super sensitive, so I took out some expo from what I normally fly. That way, I wasn't hitting the "knee" of the expo curve when maneuvering at slow speed in the flare.
+ Fly a very flat approach. Carry a click or two of power to fly the plane down to within a foot or two of the runway with a very gradual descent rate on short final and then bleed off the throttle to touchdown. If you come in high and chop the power, you are now using one control (elevator) to control both speed and altitude and it gets much harder to achieve a repeatable approach and landing in any wind condition.
+ It helps a little to have a generous amount of up trim on base and final, almost to the point of having to use a little down pressure to keep the plane descending. You will find you have slightly better control in the flare process as you take out the remaining power. I do not mean to imply you should get carried away with this, just a subtle amount.
+ I believe there have been posts that suggest the plane will quit flying with flaps, and I didn't find this to be true. I set gear and full flaps, find a good approach speed and then make a gear pass. At this point, the only thing I need to worry about is using power to control the rate of descent. If you have too much going on during the approach, it will be hard to get a stable descent.
+ I did take a little bit of flap out.
This plane will teach you great landing technique ... it lets you know if you do something wrong, but it is durable enough to recover.
I still need to paint the canopy, but nothing else really needs attention.
All around very happy ... easy to build, good kit components, great in the air, easy to maintain, low cost of ownership. This is what is known in the computer industry as a price performer.
Keith Sievers - RCUniverse Forums
Required and/or Related Items
|TBM DV8R Jet Landing Gear||
|Hitec HS-7955TG 333 oz-in at 6v High Torque Titanium Gear Coreless Digital Servo||
|HD-1501MG 236 oz-in at 6v Analog Servo with universal connector and Futaba arms||
|TBM Black Velcro||
Out of Stock
|TBM Red Velcro||
Out of Stock
|TBM BFT Bubble Free Tank 4 oz||
|TBM 24" Servo Wire Pair, twisted, gold plated plugs, JR male, Futaba female, 22 gauge||
WARNING - Gasoline and Turbine powered R/C model aircraft are not manufactured to withstand unlimited G's. Any R/C model aircraft can fail, be it a wing folding up or a fuselage breaking in half under too high of a load. Just as any full size aircraft, model R/C aircraft have a maximum G rating. Because you are not in the plane flying it and experiencing the G's and reading the G-meter, it is more difficult to judge the G's on the aircraft, and it is very easy to exceed the limits of the aircraft. Understand that if you perform a snap roll, parachute, wall, blender, knife edge loop, or pull hard on the elevator at almost any speed, you can be putting in excess of 15 G's, even in excess of 30 G's, and most aircraft can only designed to take 10-12 G's. If you perform any violent maneuver, you can break your plane. When I perform hard maneuvers, especially for the first time on an airframe, I am prepared for a failure and am prepared for it as best I can be. This mainly includes performing the maneuver far enough away from spectators that in event of a failure that I am not endangering others. In addition, be prepared for the manufacturer to not pay for a new airframe which is broken during flight. It is common practice for any manufacturer to not replace an airframe which breaks in the air or upon landing. I have only seen manufacturers replace airframes when they have received many of the same failures and the manufacturer determines that there was a design or manufacturing error. If you break an airframe, and you are the only one to do so, then it is probably not the fault of the manufacturer. Please fly safely, and avoid full throttle operation other than at low airspeeds.
R/C model jets, warbirds, aerobatic planes, DJI S1000 Octocopter, and UAV Unmanned Aerial Vehicles to name a few are not a toy! If misused, it can cause serious bodily harm and property damage. Fly only in open areas, and AMA (Academy of Model Aeronautics) approved flying sites. Follow all manufacturer instructions included with your plane, radio, servo's, batteries and engine. Aircraft manufacturers guarantees each kit to be free from defects in both material and workmanship at the date of purchase. This warranty does not cover any component assembled by the customer. All parts of high stress must be inspected and reinforced if necessary by a competent builder. Some parts should be glued again. High stress areas such as firewalls, motor boxes, wing mounts, landing gear mounts, etc., are areas of high concern. Seek help if necessary. In not case shall TBM be liable for the cost of any product it offers which is not manufactured by TBM. The liability to the manufacturer cannot exceed the original cost of the purchased item. Further, TBM reserves the right to change or modify this warranty without notice. In that TBM has no control over the final assembly or materials used for final assembly, no liability shall be assumed nor accepted for any damage resulting from the use by the user of the final user-assembled product. By the act of using the user assembled product, the user accepts all resulting liability. The kit manufacturers have provided you with a top quality, thoroughly tested kit and instructions, but ultimately the quality and fly ability of your finished model depends on how you build it; therefore, we cannot in any way guarantee the performance of your completed model, and no representations are expressed or implied as to the performance or safety of your completed model. It is the user's responsibility to inspect each component for worthiness.