The Convair B-58 Hustler was the first operational supersonic jet bomber capable of Mach 2 flight. The aircraft was developed for the United States Air Force for service in the Strategic Air Command (SAC) during the 1960s. It used a delta wing design (with elevons), which was also employed by Convair fighters such as the F-102, with four General Electric J79 engines in pods under the wing. It carried a nuclear weapon and fuel in a large pod under the fuselage rather than in an internal bomb bay. Replacing the Boeing B-47 Stratojet medium bomber, it was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet fighters. The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight. The B-58 was also well known as a difficult airplane to fly.
The introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value, and it was never employed to deliver conventional bombs. This led to a brief operational career between 1960 and 1970, when the B-58 was succeeded by the smaller, swing-wing FB-111A.
Various modifications for RF7, including upgrading the jet engines to JetCat P200 specifications. Fly with the rate switch in the “high” position. This model flies quite well (with an experienced pilot). Since a delta wing with elevons design is used, this will require the pilot to adapt to the idiosyncrasies of the design. Failure to do so will result in a “crash and burn”.
No landing flaps, so a good sized runway is required to handle this large scale model.
The real physical airplane deployed a drag chute when landing, which is not available in RF 7. There are medium strength brakes on this model (activated with down elevon), but it is not hard to see usage overwhelms the front steering gear.
The rotary knob on the Interlink controller operates the 3 crew hatches. Retractable landing gear on the usual switch.
For the Interlink 3 position switch on the top left, before loading the airplane (and taking off) put the switch in the position farthest away from you. Moving the switch to the middle position drops the airplane payload.
This is a deluxe model suitable for more experienced pilots.
The introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value, and it was never employed to deliver conventional bombs. This led to a brief operational career between 1960 and 1970, when the B-58 was succeeded by the smaller, swing-wing FB-111A.
Various modifications for RF7, including upgrading the jet engines to JetCat P200 specifications. Fly with the rate switch in the “high” position. This model flies quite well (with an experienced pilot). Since a delta wing with elevons design is used, this will require the pilot to adapt to the idiosyncrasies of the design. Failure to do so will result in a “crash and burn”.
No landing flaps, so a good sized runway is required to handle this large scale model.
The real physical airplane deployed a drag chute when landing, which is not available in RF 7. There are medium strength brakes on this model (activated with down elevon), but it is not hard to see usage overwhelms the front steering gear.
The rotary knob on the Interlink controller operates the 3 crew hatches. Retractable landing gear on the usual switch.
For the Interlink 3 position switch on the top left, before loading the airplane (and taking off) put the switch in the position farthest away from you. Moving the switch to the middle position drops the airplane payload.
This is a deluxe model suitable for more experienced pilots.
