Its Coming!!!! Skymaster 1/5 F-16 Arf Plus Pro
02-04-2018, 05:18 AM
#926
My Feedback: (20)
Levi,
Congrats! Awesome, can't be better than that. Glad to see you complete the #2 bird. Very nice landing.
Awesome flying site and weather for a maiden flight. What is you CG now?
Congrats again,
Gary
Congrats! Awesome, can't be better than that. Glad to see you complete the #2 bird. Very nice landing.
Awesome flying site and weather for a maiden flight. What is you CG now?
Congrats again,
Gary
02-04-2018, 02:51 PM
#928
Awesome flight Levi.. congrats!!
02-05-2018, 02:22 AM
#929
Thanks Gary, Digital and Paul. Gary my cg is at 280. I managed to achieve that with no ballast this time round. I’ve only had two flights but it feels great there so I’d say I’ll leave it mate.
03-03-2018, 01:48 PM
#932
i used the SAVOX aluminum arm that came with the kit. They are the same tooth as the MKS 777 servo. The spacing is good and the ball gets into the socket well. as long as you use the proper measurements from the center of the servo screw out to the ball you will be good. Check the manual as it will state.
03-09-2018, 03:34 PM
#935
just received email with pictures from Happy customer.,
Hi Anton !!
I'm happy to send you some pictures of my 1/5 f-16 powered by frank ft220 , she weights 19 kg dry and it's amazing !! Alpha flight with leading edge flap is unbelievable !!
Lorenzo from Milan
Inviato da Blue
Hi Anton !!
I'm happy to send you some pictures of my 1/5 f-16 powered by frank ft220 , she weights 19 kg dry and it's amazing !! Alpha flight with leading edge flap is unbelievable !!
Lorenzo from Milan
Inviato da Blue
03-11-2018, 07:48 AM
#936
05-01-2018, 10:25 AM
#940
Sorry , we only one version for the F-16 1/5, some customer said his F-16 1/5 dry weight is 19kg, but I weigh my customers RTF weight of F-16 1/5 (P-300) is 24-26kg included light set and all options, we now try made the new light elevator with fin, but I had no idea for the weight yet,
06-02-2018, 07:37 PM
#942
Ive been having a ball with my 1/5 F16. I’m just playing around with some settings and weathering and detailing at the moment.
I was wondering if anyone knows the take off config of the full scale bird? Gary Viper do you remember mate? I’ve tried take offs
with flaperon and LEF and without. Take offs are fairly smooth but rotation could be a little smoother. I’m going to try flap and no LEF
next time to see if that’s any better as I remember
the full scale f16 sometimes has the LEF deflecting upwards slightly.
Full LEF and 12 mil of flaperon works well for landing.
Thanks
Levi
I was wondering if anyone knows the take off config of the full scale bird? Gary Viper do you remember mate? I’ve tried take offs
with flaperon and LEF and without. Take offs are fairly smooth but rotation could be a little smoother. I’m going to try flap and no LEF
next time to see if that’s any better as I remember
the full scale f16 sometimes has the LEF deflecting upwards slightly.
Full LEF and 12 mil of flaperon works well for landing.
Thanks
Levi
06-03-2018, 09:33 AM
#943
My Feedback: (20)
Levi,
Awesome looking jet. The bottom looks just like I remember. Dirty, greasy, and oil streaked.
Here is a chart from F-16.net showing the LEF schedule on the jets I flew prior to 1995. The ground LEF position is -2°. At NWS liftoff the LEF go 15° down and are then controlled by the FLCS automatically. Approach was 15° and then retracted to -2° after touchdown. Flaperons were up or 20° down controlled by the landing gear handle. There is no pilot control for the LEF. Near supersonic and above the LEF went back to -2°.
On my SM F-16 I had the LEF and flaperons deploy together. For TO, Landing, and high AOA maneuvers I wanted the wing cambered for max lift. My LEF went down as far as possible and my flaperons only went down slightly, maybe 5°.
The biggest problem I had on rotation was the forward CG at TO weight. If I had full fuel and smoke with the stock smoke tank on top, I was very nose heavy around 250mm as I remember. I made custom smoke tanks behind the saddle tanks and it helped but if there was full fuel it was always nose heavy on TO. I used Hi rate elevator for TO and it helped to feed in elevator early and then as nose lifted off ease off a little. Most my flying and landing was in low rate elevator. Just the way I did it at the time.
Hope this helps.
Gary
Awesome looking jet. The bottom looks just like I remember. Dirty, greasy, and oil streaked.
Here is a chart from F-16.net showing the LEF schedule on the jets I flew prior to 1995. The ground LEF position is -2°. At NWS liftoff the LEF go 15° down and are then controlled by the FLCS automatically. Approach was 15° and then retracted to -2° after touchdown. Flaperons were up or 20° down controlled by the landing gear handle. There is no pilot control for the LEF. Near supersonic and above the LEF went back to -2°.
On my SM F-16 I had the LEF and flaperons deploy together. For TO, Landing, and high AOA maneuvers I wanted the wing cambered for max lift. My LEF went down as far as possible and my flaperons only went down slightly, maybe 5°.
The biggest problem I had on rotation was the forward CG at TO weight. If I had full fuel and smoke with the stock smoke tank on top, I was very nose heavy around 250mm as I remember. I made custom smoke tanks behind the saddle tanks and it helped but if there was full fuel it was always nose heavy on TO. I used Hi rate elevator for TO and it helped to feed in elevator early and then as nose lifted off ease off a little. Most my flying and landing was in low rate elevator. Just the way I did it at the time.
Hope this helps.
Gary
Last edited by Viper1GJ; 06-03-2018 at 09:47 AM.
08-23-2018, 11:18 AM
#946
hello there, we now have about 20 flights on the bird with no major issue, that all changed on Sunday, as we taxi to the runway, we noticed the outer thin wall (sleeve) of the thrust pipe have slid back about an inch (luckily we noticed it on the ground), so we taxi back and shut down, after cooling we found out that the sleeve can be easily slide back and also be pushed forward, it seems that the ALL spot welds have become undone, my questions are, have anyone experienced this, and also what was your solution short of removing the pipe and have it welded again or replaced entirely, and as you all may know that is easier said than done.
I am thinking of removing the back tail and drill four holes right through the zigzag ring and secure the sleeve to the pipe with stainless steel screws and nuts with locktite of course since the main pipe and the bell are in perfect shape and completely secured with no issues, if anyone have experienced this issue and have a better idea and willing to share it'll much appreciated.
btw, running a k310 with skymaster pipe rated for the 300 class turbine.
thanks
I am thinking of removing the back tail and drill four holes right through the zigzag ring and secure the sleeve to the pipe with stainless steel screws and nuts with locktite of course since the main pipe and the bell are in perfect shape and completely secured with no issues, if anyone have experienced this issue and have a better idea and willing to share it'll much appreciated.
btw, running a k310 with skymaster pipe rated for the 300 class turbine.
thanks
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hpergm (05-17-2021)
08-23-2018, 09:11 PM
#950
thank you all for your input, i thought replacing the pipe is the correct thing to do, however i was trying to avoid doing all the removal and reinstall of the components. after closer inspection ( still haven't removed it yet) there seem to be a couple of band like material that are loose as well inside the pipe, not the zigzag rings, i have no knowledge in making pipe but it looks like they are there for added enforcement. sent an email to John at skymaster to see what there take is and hopefully get a replacement that is made right and lasts more than 20 flights
Sam
Sam