Please Stay Out Of The Clouds
By Bob Violett (11/09/07)

Avoid flying a jet model if the ceiling is less than 800 ft above the ground and if the visibility is restricted to less than 1 mile.

Should you loose site of the model in a cloud, the following procedure is appropriate:

•    Shut down the engine immediately.
•    Apply full down elevator, full rudder and opposite aileron to induce an inverted spin.  This will stop the model from flying away from the point of entry and reduce its rate of descent.
•    After the model is visible, release the control input to recover from the spin and proceed with an "engine out" landing.

It would be prudent to practice the inverted spin and recovery on a clear day.

Stop the Crashing
PLEASE!
June 2007

While most AMA Turbine Waiver holders do respect the rules and do exercise good judgment and responsible behavior, some do not.
It is early in the '07 flying season and unfortunately there have been some serious crashes and resulting property damage.
Most of these crashes could have been avoided if the operator/pilot had properly prepared the model and related equipment and flown it in a safe manner.
The ability to contain and or extinguish a fire until professional help arrives is part of our responsible behavior. See August 2000 Safety Issues article. Getting the water extinguishers to the site requires possibly an all terrain vehicle (depending on the topography) and certainly a few physically fit individuals. If you don't have either available, then it is sensible to refrain from flying a turbine powered model during particularly dry conditions.
Mishaps beyond a pilot's control can and do happen, i.e. radio interference. Thankfully, these are a rare occurrence.
Please understand that we live in an increasingly litigious society, so if there is a mishap, posting videos of such on any website can be hurtful to our cause.
If you truly enjoy this sport, please do what you can to protect it.

Safety Brief
Safety Reminders
March 2007

CO² Fire Extinguisher - Do not start a model turbine engine without having one within arm's reach. If a fire occurs, aim the fire extinguisher nozzle at the inlet of the model (or engine if not ducted) and dispense until the flames are extinguished.

Engine Failsafe - Set according to engine and radio instruction manuals. The AMA rules for operating turbines call for automatic shutdown if "lost link" occurs for 2 seconds. Once set, the JetCat Ground Service Unit will be displaying an "F" on the start-up screen if you turn the transmitter off. If the engine is running during this test, electrical power to the fuel pump will be interrupted and the engine will shut down.

Flight Control Problem - at the first sign of any flight control problem, the pilot must immediately command the appropriate switch, dial, lever on the transmitter to shut down the engine.

Discussion - Because the equipment we have available today is so reliable, it is easy to get complacent about certain safety procedures. It is important, however, to review all of our AMA/JPO safety regulations and guidelines so that the 2007 jet flying season can be safe and accident free.

Thorough knowledge of and responsible operation of this high tech, high performance equipment is required.

February 27, 2004
New Turbine Rules
(effective March 1, 2004)
Less Regulation - More Safety

The Jet Pilots Organization (JPO) working with the AMA Turbine Safety Committee, has provided us with a more realistic set of operating procedures. Adherence to them should allow the jet community to grow in numbers and still maintain our safety record.

Experience vs. Performance

For any set of rules to be effective however, a great deal of emphasis must be placed on good judgment and personal responsibility. It is therefore necessary that every jet pilot know the limitations of his aircraft and his own piloting skills and then operate on the safe side of those margins.
By now, most jet enthusiasts recognize that the biggest threat we pose to our sport and our neighbors, is a high energy crash and burn away from the immediate flying site. While model airplanes do occasionally go out of control and crash, the pilot has a great deal of control over a possible burn.

It should be instinctive
to switch the engine off.

Experience has taught us that if the engine is switched off just seconds before impact, the probability of a fire is greatly reduced.
A properly trained and prepared pilot should be capable of activating the appropriate engine shutdown switch (or lever) at the very first sign of a control problem, without looking down at his transmitter. Some thought and practice (before flight) should make this action instinctive.
Once a control or airframe structural problem starts, it is unlikely that continued operation with the engine running can do little but aggravate the situation - so, shut it down to avoid the ultimate demise of your model, components and your neighbor's property.
This safety procedure should be a part of all instructor-to-student training in the operation of turbojet powered model aircraft.
The new regulations call for a failsafe shutdown after 2 seconds of failed radio signal. Be certain that your E.C.U. is so equipped and properly programmed, then test it on the ground with the engine running by simply turning the transmitter off.
The sport of building and flying turbojet powered model aircraft is very important to most of us, it is therefore paramount that we exercise due diligence and keep our operations safe.
For more information, log on to www.jetpilots.org.

The 55 pound rule
more discussion
6 May 2003

The rule has been on the books for several years (click here to view the rules/restrictions). For some reason, the details (rule #4) have not been common knowledge to some modelers.

It is interesting that in the reference to take-off weight the words "with fuel" have been deleted in the 2003 printing of the safety code. Officials at the AMA are however, interpreting take-off weight as "including fuel".
All scale entries at the AMA Nationals are weighed during processing, but with no fuel on board and they are not weighed again during the flying portion of the contest, so even the AMA has not been watching this closely.
Many models have been built and some even kitted and sold that are definitely outside of the rules.
In a recent conversation with our AMA president, Dave Brown shared with me his concerns about such models being involved in an accident, especially at an AMA sanctioned event. No C.D. or other AMA official would want to be associated with the outcome.
This recent awareness of the 55 pound rule and the potential consequences of violating it will undoubtedly lead to event directors weighing some models that are obviously close to the limit.

Lobby for 55 dry

Since the current rules (and interpretation there of) are biased against jets because of the disparity in fuel consumption, it would be a reasonable request to leave the number 55 intact but define it as a dry weight. This would even give the prop drivers another pound or two to work with.
I have been informed that there is not much appetite within the AMA for changing the number. There just may be a willingness to even things up between props and jets as long as certain safety issues are addressed.
There is concern amongst some about the amount of fuel that jets carry. It is not our intent to carry excess fuel, only enough to comfortably complete a flight at a jet event or contest. Some may want to put a finite number on that and that would be ok for jet modelers if it were not ridiculously restrictive. Personally, I would want at least 10 minutes of fuel on board for a safe operation. That is equivalent to an 8 minute flight with a safe go-around, or, about 1.75 U.S. gallons for a single 35lb thrust engine or (2) 25lb thrusters.
The difference in the fire intensity resulting from a crash involving one gallon or 2 gallons of fuel is insignificant. Experience has taught us that the water (from hand operated 5 gallon extinguishers) is best used on the downwind periphery of the fire, allowing the fuel spill to simply burn itself out. A prop model that crashes with 1 quart of gasoline on board can be just as hazardous.
The absolute best way to reduce the fire hazard that jets pose is to educate and flight test the pilots so that there are fewer mishaps. This subject is currently being addressed by a committee of JPO and AMA officials.

Example Aircraft

Tommy Woods has twice competed in Top Gun with a Yellow A/C F-18 powered by (2) RAM 1000 engines.
This is a highly modified kit but still has balsa covered foam wings and tails - about as light as they can be built. This 1/7th scale rendition weighs 45lbs dry and carries 10lbs of fuel - barely enough for a comfortable competition flight.
So what is wrong?
The model is so close to the edge that Tommy cannot add pylons and ordinance to the wings or more details to the landing gear - things that make scale fighters attractive to both the judges and other scale model enthusiasts. No one can argue that this model is too big or that this size doesn't look great in the air. And, if you know Tommy, you know that there is no extra glue, paint or other unnecessary components in the model.
Terry Nitsch's Rafale B-O1 with external tanks and (2) Mercury engines weighed 42lbs dry. Add the fuel and it was also very close to the limits.
Amending the rule as proposed would allow us to build slightly larger models (10% or less) that had sufficient internal structures to make them better withstand the speed and G-forces associated with realistic jet flight. Mass balancing of control surfaces such as large stabilators (another safety issue) could also be accomplished without fear of going a half a pound over the current limit.
Prop drivers are flying larger models that are easier to see, wouldn't it be fair for jet pilots to enjoy the same benefit?

Contact your V.P.'s
see Model Aviation for address's

Jet pilots should contact your AMA District V.P.'s and their assistants and your JPO reps if you want a change. Please don't depend on the other guys to get something done.
You might also directly correspond to members of the AMA Safety Committee chaired by Don Lowe.
A list of email addresses for members of the AMA Safety Committee will be published soon.

Sincerely,
Bob Violett

Safety Equipment
at a discounted price.
(4/14/03)

Call Don at 800-752-8461 to purchase the Indian Series 90 water fire extinguisher. Mention that you are a member of the Jet Pilots Organization to get the $109.99 price plus shipping.
Steven Ellzey made the arrangements for this good deal. It seems that more of us are recognizing that flying jets with this equipment handy is the responsible thing to do.

Heavy Jets

I invite all to actually read the AMA rules regarding model weight (click here to view the rules/restrictions). Notice in particular document #549, subsection 1.1, 2.1 and 2.4. While it is obvious that they were conceived some time ago and do not allow for the difference in required fuel capacity between piston powered and turbojet powered models, they are the rules that we (jet modelers) are required to operate under.

Big jet example.

A BVM twin turbojet powered, competition ready, fully fueled Rafale B-O1 weighs between 51 and 53 pounds.
It is difficult to imagine how some models, currently being flown that are 2 to 3 times the wetted surface area of this sample, can be operating within the rules.
I made my concerns known to the chairman of the AMA Safety Committee. His response was that the rules probably will not be changed and that his committee is not really interested in the views of a person in the industry.
If jet modelers desire to have these rules brought up to date, they will have to become proactive.
In the meantime, BVM and our products will operate within the rules.
The BVM trailer will be equipped with an accurate scale. Should representatives of the AMA, JPO, or event organizers wish to enforce the rules, the scale will be available.

Preface:

We have had a few requests from R/C club safety officers about how they can best accommodate turbine models at their club fields.

The following guidelines are the result of our many years of experience in this arena and are offered to help promote the safe and considerate operation of turbine powered model aircraft along with conventional R/C models.

Turbine powered R/C models are different from conventional piston powered models in that they are faster and the incidence of fire upon crash is higher if the engine is running upon impact.

Field Equipment
A CO2 or Halon fire extinguisher should be close at hand for every engine start up. Should it be necessary, apply the extinguishing agent into the model's inlet for a fully enclosed system, or directly to the engine if it is a fully exposed installation.

Water fire extinguishers are the most effective for grass or brush fires. It is best to have (2) of the type described below and the physical capability to get them to a crash site. Upon the first sign of smoke, use a cell phone to dial 911 to get the local fire department alerted, then proceed to the crash site and apply the water to the downwind perimeter of the fire. Do not waste the water on the burning kerosene concentration area until the perimeter is controlled.

Strong wind and dry conditions demand fast action in controlling a fire.

Start Up area
It is best to start a turbine model with the engine inlet pointed into the wind (if more than 5mph). The area behind the model should be clear for about 25ft. If this is not practical, a blast deflector should be utilized. Spectators should not be in the turbine wheel's plane of rotation for a distance of at least 25ft.

Range check the radio and frequency control
A pilot of a turbine powered jet should be seriously concerned about the proper operation of the radio control system. Thorough and frequent range checks, as recommended by the radio manufacturer, should be performed.

Special attention should be given to the R/C club field frequency control system by both the turbine pilot and the other pilots at the field during turbine operations.

The Turbine Powered Model Aircraft
Turbine powered model aircraft should be assembled to, and maintained at a high level of air worthiness. Special attention must be paid to the airframe's structural integrity and the hinging and linkages affecting the control surfaces. Jet models should not be operated above the demonstrated red line speed (VNE) of that particular airframe. (Consult the airframe manufacturer for the VNE.)

Pilot Experience
A pilot operating a turbine powered model for the first time should have an experienced turbine pilot assist for the first 5-10 flights. The experienced pilot should inspect the model for safety of operation and counsel the new jet pilot on how to keep the speed down to 120mph or less. The use of the "Pilot Link" or "Buddy Box" system is very helpful for the first few flights. The use of an electronic speed control device is also suggested for pilots who do not have recent experience with high speed model aircraft. The most significant difference in flying a turbine model is throttle management.

High speed passes should be kept at a safe distance (a minimum of 100ft.) outward from the pilot/helper stations..

Turbine pilots should know and observe any field boundary or altitude limitations applicable to his R/C club flying field.

A pilot operating a turbine powered model should have in his possession a current AMA license and a current AMA Turbine Waiver and observe the pertinent AMA regulations.

#1 Emergency Procedure
Should the model or pilot experience a control problem, he and or his helper/spotter should activate the engine shut down switch immediately, before the model crashes.

Traffic Pattern
When there are multiple airplanes in the air, it is best to fly consistent race track patterns so as to avoid head-on conflicts. The pattern shall be left or right as dictated by the wind direction.

A manual fuel shut-off valve
is required for safe operations

This valve should be closed at all times except during normal engine operation. It is especially important to close it prior to fueling the model.
The manual shut-off valve should be located such that it is easily reached and closed if a start sequence goes awry.
If you suspect that the engine has excess fuel in it prior to a start, purge the engine as necessary, then begin the next start sequence with the valve closed. If all is going well during the start, open the valve slowly.
Make it a habit to close the valve at the end of the engine shutdown procedure. BVM #5315

Fuel drain holes
for fire prevention

It is a good safety practice to drill a series of 1/16" holes in the bottom of the fuse (or wings) wherever fuel spills or leaks from fuel tanks might accumulate.
Additionally drill a few 1/16" holes in the bottom of the engine bypass duct. A wet spot under your model may alert you to a leaking tank or an overfill condition. More importantly, eliminating any puddling of fuel in the model will reduce the risk of a serious fire during a bungled start-up.

Safety Brief Emergency Procedure #1 May 2001 Shut the engine off at the first sign of a control or structural related problem.

Turbine pilots should be able to activate the engine shutdown control on their transmitter instinctively and without having to look for it. Give some thought and practice to this procedure. Your caller/helper should also know how to do this and have permission to do it for you if you get too busy trying to save a doomed model. If the model has a control or structural problem, shutting down the engine at the earliest indication will provide the best chance for it to survive because the speed (energy) will diminish and more importantly it is much less likely to ignite upon impact.

Safety Brief Too much speed in inexperienced hands by Bob Violett 5/24/01

In my travels to 10-12 events per year and through our representatives throughout the U.S. we have observed or hear about most of the turbine jet crashes. Many of these crashes could have been avoided if the speed of the model was dialed down to the experience level of the pilot and that of the builder of the model. It takes years of flying and building experience to be able to safely operate a complex, heavily power loaded turbine model. The current AMA waiver system allows any applicant who has filled out the paperwork to operate a high performance jet - almost without limits. It is basically a license to go 200 mph without actually demonstrating the capability to do it safely. Many modelers who are currently entering the turbine era have limited building and flying experience. In many cases they have entered the hobby with ARF models that may fly 120 mph at best. These are light loaded, 4 channel airplanes offering little challenge to assemble and operate. Experience cannot be bought - it can only be acquired with time and dedication to the task. The "need for speed" can be satisfied in a safe manner only after the required experience has been gained. Doesn't it make sense to utilize the technology of speed limiting devices or dial down the thrust until the pilot's skills catch up with the model's ultimate capability? One very practical way to do this is to incorporate a throttle-to-throttle mix in your transmitter, activated by the retract or flap switch, that allows full power for take-off and then a much reduced setting for flight. This also facilitates a throttle position more closely related to model speeds that the pilot is familiar with. Example for a BVM Bandit weighing 19+ lbs with RAM 750, AMT AT-180, or Jet-Cat P-80: Take off power - 17 pounds of thrust, the ultimate top end speed will be approximately 230 to 240 mph. Reduced power - 11 pounds of thrust, the ultimate top end speed will be approximately 150 mph. Allow me to suggest that if the pilot trainee has experience with 120 mph models, then that should be his limit until stick time and experience justifies more. Operating at reduced power also increases the time to reach the ultimate velocity allowing the pilot-in-training more time to react to the acceleration. Throttle management is the single, most different, required skill for flying a turbine jet. Operation at reduced power will allow this required skill to be obtained in an orderly and safe manner. We have observed AMA turbine waiver approved pilots take off, loose visual orientation, crash and burn within seconds and they never even pulled the throttle back, proving that written rules and completed paperwork are not sufficient for safe operations. Knowing and respecting the limits of the model and the current skills of the pilot are key to avoiding these unnecessary, costly and potentially dangerous to our sport, occurrences. We are all, always in training. When you see a flight of F-18's, F-16's or F-15's fly over, they are either on the way to, or returning from a "training mission". Bob Violett

Engine Shutdown by Bob Violett December 2000

Fighter pilots spend many hours in a cockpit simulator memorizing the exact location of dozens of switches, triggers, knobs, dials and circuit breakers. When a problem arises in a jet fighter there just isn't time to go looking, his life may depend on his ability to activate or shut down a system - even in the dark. We have one important control to be able to activate in an emergency situation - the engine shutdown switch (knob, etc.). When a flight control problem arises, this is the first item to attend to, because just a few seconds of cool down time will substantially lower the possibility of igniting a fire upon impact. A caller (helper) should also be instructed on how and when to activate the shutdown should the pilot get too busy trying to save the model. Saving our sport is more important.

To All Jet Modelers 16 August 2000

Many of you probably tune in to the R/C Jet Digest and may be concerned about recent postings of excerpts from a letter I sent to companies involved in the manufacturing of model jet products. Evidently, one of the recipients of the letter does not consider himself a manufacturer and therefore sent copies to his friends (who are active on the list) in an attempt to stir up controversy and derail a well-intentioned effort. I think that the "Jet Digest" is great; I monitor it because a manufacturer needs to keep in touch and there are some very talented people contributing to it. However, I think it is meant for the hobbyist, so you won't see BVM use it to influence or sell our products. We have this website that serves to inform and promote for BVM. My letter to the other manufacturers is an effort to see what we could do as a group to improve the safe operation of turbine models. As far as I am concerned the effort would be to make our products safer and to reach out to our respective customers through our website, printed materials etc., to enlighten and encourage safe operations. There is no conspiracy to regulate and force the consumer to buy our products. If the response (from manufacturers) to my letter is sufficient, there will be a meeting at Superman 2000. Personally, I don't have the time or desire to get involved in regulation. Running BVM is a full time job and I enjoy flying my jets every weekend. Sharing information with you however, takes just a little time and if it results in preventing some crashes, it is time well spent. It is my sincere hope that we all can recognize that we are just one serious crash/fire away from big trouble for our hobby and industry. We would be remiss if we did not make an effort to prevent it. Some have referred to my efforts, as self-serving. Of course I am motivated to protect the value of BVM and the jobs of my employees - they have families to support just like many of you. Can the nay sayers not see that for them to enjoy their sport, they need financially healthy manufacturers to be able to supply their needs, however small that may be? Sincerely, Bob Violett

Safety Issues 10 August 2000 How important is this sport to you?

Turbine powered models can crash for all of the same reasons that other R/C model airplanes crash and a few more. We can add to the list, increased power and weight loadings that put more demands on piloting skills. Jet models are new to the hobby and some are being operated by inexperienced people. The rapid growth of this sector of R/C means that the incidence of crashes is going to increase unless each of us becomes more involved in safety awareness and becomes proactive. It is interesting to note that the high incidence of crashing is not occurring at the organized jet events. The elements of organization and experienced people, combined with on-site water fire extinguishing equipment, contributes to the safe operations at recent events. A visit to a local R/C club field on a Sunday morning was a reminder for me of what inexperience with radio controlled models produces - a lot of crashes. Low powered, propeller driven models with glow engines and a few ounces of fuel on board were hitting the turf rather frequently. These "modelers to be" are learning about the hobby and as long as they do not hit a human being, the results of their learning curve are relatively inert. It is very rare for these types of models to cause a fire. The increased possibility of a post crash fire separates our craft from the "relatively inert" category and therefore should raise our awareness. Jets should not crash for all of the same reasons and frequency that trainer R/C models do. The AMA's "Turbine Waiver" requirement is an attempt to signal the importance of experience and good judgment in the operation of jet models. The Jet Pilot's Organization (JPO) has also posted a number of safety oriented articles in the Contrails newsletter and I know from several conversations with JPO leaders that they are concerned. But the crashes and fires continue at an accelerating rate. Some years ago when the AMA was formulating the turbine waiver regulations I submitted a written proposal to them suggesting that a minimum requirement to get a modeler turbine qualified would be that he accumulate 100 flights on a medium to high performance ducted fan powered jet. Certain exceptions for highly skilled pilots could be allowed. Those of you who have accomplished this know the valuable experience you gained in doing so. Your turbine powered models are less likely to self-destruct in flight and your piloting skills were sharpened. Above all, this experience allows you to make sound judgments about the readiness of you and your model jet. The AMA chose to significantly reduce the level of experience required to obtain a waiver. We are seeing the results of that course of action, far too many crashes of turbine powered models in the hands of the inexperienced. It was rumored that some people on the AMA Safety Committee thought that my proposal was motivated to protect BVM sales of Ducted Fan equipment. If your answer to the opening question is VERY IMPORTANT, may I suggest that the answer to reducing the number of crashes lies with each one of us. We must first see to it that our own models and related equipment are properly prepared and maintained and that they never launch unless absolutely ready, and, that the appropriate fire fighting equipment is on hand - it has been proven to work. (Scroll down this page to view the first post on this issue) Next, we must extend this level of concern to help the "new guy" and his jet ascend to these same criteria for safe operations. If he is not receptive, we must have the guts to say "don't fly that thing until it and you are properly prepared." Don't let him ruin your sport. The level of concern is surely heightened if you are operating in a fire sensitive area. The single most important emergency procedure that a jet pilot and helper (caller) must be able to execute is to shut the engine down before impact. Just a few seconds of cool down significantly reduces the fire potential. Rehearse this procedure before take off. Additionally, have the local fire department's phone number programmed into your cell phone. Dry conditions and wind make time the most critical element in bringing the situation under control. If I may quote Smokey the Bear - "Only you can prevent forest fires." Bob Violett As a manufacturer, BVM was the first to introduce Kevlar fuel tanks and metal tank caps to help reduce the burst-on-impact potential. Our testing of these devices (when properly assembled and installed) confirmed their viability to contain a burst under many conditions. BVM is continuing to investigate other measures that might enhance our safety of operations and we will keep you informed. Our field representatives and factory personnel are also available to help each new customer learn to operate safely and be successful.

Mitch Weiss demonstrates the Indian Series Water Pump

Safety Issues for Turbine Flyers I must urge all who fly turbine models to consider the consequences of a serious accident or forest fire. As the size, weight, fuel-on-board and speed of the models increases, so does the potential to do harm. If we are to continue to enjoy this exciting era of jet modeling we must understand and accept the responsibility that goes with it. We must substantially reduce the number of crashes. No one wants to destroy their model - but we are having far too many unnecessary crashes. Here are just two of the reasons why. 1. Control surface flutter and/or failure. 2. Lack of good judgment, i.e. flying the model before it is totally checked out or flying it beyond its structural capabilities. Control surface flutter and or failure. The increase in size, weight and speed of the models dictates the use of correct hinging, (control surface attachment), stronger servos (and servo mounts), stronger connecting push rods, control horns, clevises, cables, etc. If your model is built from a kit, hopefully the instructions are sufficient and the control surface rigging shown has been thoroughly tested. Even if the kit has a good performance record, the builder can still be delinquent in his experience and knowledge of proper gluing, soldering and wire bending techniques. If your experience is lacking, call for help from the manufacturer or other experienced jet modelers. All control surfaces (including the flaps) must be rigged properly. Should an aerodynamic flutter occur and your model doesn't crash instantly, consider yourself very lucky and land immediately. Good judgment This is not easy to define but it is obvious when it's lacking. People are always asking me "when is your new model xxx going to fly?" My answer - the day after I am sure that it is 100% ready. We must take the time to check everything at least twice. See our radio range check procedure (click here) it works every time it is applied. We also suggest the use of a smart battery charger like the Graupner MC Ultra Duo plus. Should a control problem develop in flight it is paramount that the engine be shut down prior to impact. A few seconds of cooling will substantially reduce the possibility of a fire. Good judgment comes with experience, a commodity that money can't buy, so lets all error on the safe side and stay within the boundaries of our experience and equipment. Fire suppression equipment and techniques A few jet flyers have made it a practice to carry along a hand pump water fire extinguisher on all flying sessions. The presence of two of these devices at a recent jet fly-in prevented a crash incident from becoming a major forest fire; these devices are used by professional firemen on controlled burns. One must be in reasonably good physical condition to get the 5-gallon backpack to the crash site quickly. Apply the water stream to the downwind area of the burn first. Do not waste the water supply on the Kerosene spill area until the periphery of the burn is suppressed. The stronger the wind, the less time you have to get to and control the fire. Use a cell phone to call the local fire department even if you think you have it under control. They can apply a lot more water to the area and be certain that it does not rekindle. CO², Halon or chemical extinguishers are great to douse a fire in your model but are practically useless against a brush fire. We tried an inexpensive garden type of water sprayer but it is less effective than the product shown below. The Indian® Series 90 Fire Pump Available at www.forestry-suppliers.com or at www.benmeadows.com We thank Gordon Dickens for this info and product source. This device could be part of your club's field equipment or make it your personal contribution to safe operations and keep it in your jet-hauling vehicle. The CD's of "Superman" and "Florida Jets" arranged to have water pump trucks on site during the event just in case. This practice should be part of any jet event, the cost is minimum, the reward - we will be able to continue enjoying our sport. Bob Violett

Another great product to use in conjunction with your back pack fire pump water extinguisher is Drench. Drench is a firefighting additive that dramatically reduces extinguishing time when fighting class "A" fires (i.e. wildland fires, brush fires and controlled burns). Penetration is increased by 400% and vaporization takes place twice as fast, greatly reducing knockout times and water usage. Super-concentrated, you add two ounces to one five-gallon backpack tank of water. Dispersion is immediate and no special equipment is required. Drench also outperforms most class "A" foams in regard to knockout times, water consumption, and heat dissipation. You can purchase Drench (part #85489 / $15.90) from Forrestry Supplies in Jackson, MS. 1-800-647-5368 or www.forestry-suppliers.com