rchobbymodels

David thank you, it weights 50 Lbs, also customer report that there was no trim adjustment on the maiden

Craig B.

Does this jet have ducting all the way through to the engine bypass?

rchobbymodels

Yes, it is straight from the engine to the tail, the exhaust was calculated for a 53Lbs engine. Now if you are talking about the intakes the answer is yes from the nose straight to the engine.

jetpilot

My Feedback: (48)

I saw one flying at Mississippi afterburner that needed quite a bit of up trim to fly level. is this normal? maybe a CG issue.
Scott

rchobbymodels

Are you sure it was balanced on the right CG? Usually pilots change the CG a little bit inside of the range according with their flights characteristics, so in this case maybe trim was needed.

Damo260

I have the FB jets F -100 and I been told they are the same they are a very well done nice and scale as well

Damo

PREACHHAMES

My Feedback: (58)

David,

My overall experience has been way above average...especially for the initial cost in comparison to other scale military jets this size.

My jet from Feibao ended up being 45 lbs. dry with UAT full. I am only using one fuel cell which gives me 1.3 gallons (166 oz.) of fuel for my JetCat P-180 giving me a solid 6 minutes of flight time with plenty of power.

There are some updates worth taking care of before going to the field for a maiden.

The o-ring for the brakes needs to be 52 mm x 5 mm. The original one is a fraction too big (53-54 mm) which cause the brakes to engage but not release. I bought a 5 pack off of EBay from Contexhydraulics in Texas for around $9.00

The main wheel axles are weak (they will bend no matter how soft you land causing the main tires to rub against the struts) & are 5 mm in diameter. A fellow maidened his Xtreme Jets F-100 while at Florida Jets & experienced the same condition. I replaced mine with some Robart 1/4 inch axles from Todd at DreamWorks. You will of course need to drill out the bushings to accept the 1/4 inch axles.

The small c-clip at the center of the knuckle of the main struts will pop off the first time you have to get on the brakes for any length of time. I used the extra bolts & lock nuts that came with my jet to replace the small c-clips & shaft.

Also, I dremeled flat spots for any & all set screws on the entire landing gear system.

The last 2 items are kind of at your discretion but I did them anyway.

1. Balanced the stabilator on its shaft pivot point (takes about 3 oz. per side).
2. Cut & installed a 3/8 inch plywood former that ties both stabilator servo trays/boxes together for incredible strength.

This aircraft in landing configuration really slows down nicely! Scott Harris spotted for me in Florida & kept saying, "Power, power...add power!" He couldn't believe how slow & stable you can bring it in for a landing (certainly a different look & feel than BVM's Hun).

Enjoy!

Greg Hames
828.320.9441

PREACHHAMES

My Feedback: (58)

Forgot to mention David...I am only using the UP2 valve for my 3 retracts & 3 gear doors.

Greg

roger.alli

I like the paint scheme Damo.. Real fighters are painted in camo.

rchobbymodels

Thank you Greg, all this issues, the issues that you appointed and other that I mentioned in the early post, were addressed and fixed, and it is true it flies and lands very well.

rchobbymodels

Regarding this we have changed from bushing to bearings and change also the pin, most of this happens with the pin because the stoppers on the scissors, that was removed too.

PREACHHAMES

My Feedback: (58)

Wagner,

I prefer bearings as well...will you be at First in Flight?

If so, could I purchase a set of bearings/axles for my F-100?

Hope to see you. I will be arriving Thursday around 1-2:00 PM.

Greg

rchobbymodels

Greg can you tell me the diameter that you have, the bearings are 10mm if you have 7mm housing it can't be done

PREACHHAMES

My Feedback: (58)

Hi Wagner,

I'll check...got another 1/2 dozen flights on my jet while at First In Flight.

Such a gentle landing aircraft...the more you fly it, the more desirable it becomes!

Thanks,

Greg

kevinthoele

My Feedback: (1)

Scott

I think the guys in Mississippi were very nose heavy. I believe the CG was the issue. I have a friend here in town that I will be flying his and let you know. Good thing to know is that it flys well with many different CGs.

I do believe they mentioned they were going to remove some lead from the nose on their F100

rchobbymodels

Have some pictures from the customer in Brazil soon I will have more pictures and video:

rchobbymodels

Greg congratulations on the flights, she is a very nice airplane

rchobbymodels

This is a beautiful picture from Greg Arnett Xtreme ARF F100 D taking off at First in Flight event

rchobbymodels

Just received a new Xtreme ARF F100 D video. This video is a compilation of 4 flights. We'd like to thank a "Aerodiv" for the video.

https://www.youtube.com/watch?v=_2md0-NKaFg

Dangerouss

My Feedback: (9)

Wagner

Just wanted to drop you a note, we are enjoying the F-100, hope to have it all sorted out by KJ. I have seen some of the fixes, which we have a few suggestions on as well. I had a question though. The recommended CG is 11 inches back from the engine bay opening, has anyone moved this further back? In flying it, it feels very nose heavy and wants to land no slower than 50 knots indicated. We have been slowly bringing it back, any thoughts on where it should be? We flew it this weekend with the pitot removed, it definitely flew better. We will keep moving the CG back a bit at a time and see how it goes.

We solved the landing gear issues in a different way, just wanted to let you know what it was. All initial flights we found that the inner main gear doors were closed with the main gear against them, partially up. We modified the gear circuit to have a second valve do just the main gear which worked great on the ground, but not in the air. Finally, we retracted the gear while inverted which enabled the mains and nose gear to retract. We found that during the rest of the flight the inner main doors were continually flopping open and closed. That got me thinking that the air rams for the main gear doors were too flimsy for their application. We replaced them with some stronger Robart units with great results. My theory now is that the inner main doors were being forced closed when the aircraft rotated for takeoff, so the mains were unable to close. We have flown twice since this fix and both times the gear went up as it should. Additionally, we also replaced the nose gear door ram with a better unit just in case.

As a side note, the inner main doors also need attention. The molded inner/outer Fiberglass is very nice work, but is not near strong enough as built. As simple fix was to cut a hole in the top inner part of the door and fill the void between with an epoxy/milled fiber slurry. This worked very well, VERY solid door now. I would suggest that or increase the thickness of the inner and outer door lamination schedule so as to be stronger.

Bill Culberson
Frontal Aviation Mobile

Dangerouss

My Feedback: (9)

....also, i am interested in axles as well, are they available yet?

Bill Culberson
Frontal Aviation Mobile

rchobbymodels

Bill, soon we will send for all F100 customers the main LG axles

rchobbymodels

[QUOTE=Dangerouss;12047726]Wagner

Just wanted to drop you a note, we are enjoying the F-100, hope to have it all sorted out by KJ. I have seen some of the fixes, which we have a few suggestions on as well. I had a question though. The recommended CG is 11 inches back from the engine bay opening, has anyone moved this further back? In flying it, it feels very nose heavy and wants to land no slower than 50 knots indicated. We have been slowly bringing it back, any thoughts on where it should be? We flew it this weekend with the pitot removed, it definitely flew better. We will keep moving the CG back a bit at a time and see how it goes.

We solved the landing gear issues in a different way, just wanted to let you know what it was. All initial flights we found that the inner main gear doors were closed with the main gear against them, partially up. We modified the gear circuit to have a second valve do just the main gear which worked great on the ground, but not in the air. Finally, we retracted the gear while inverted which enabled the mains and nose gear to retract. We found that during the rest of the flight the inner main doors were continually flopping open and closed. That got me thinking that the air rams for the main gear doors were too flimsy for their application. We replaced them with some stronger Robart units with great results. My theory now is that the inner main doors were being forced closed when the aircraft rotated for takeoff, so the mains were unable to close. We have flown twice since this fix and both times the gear went up as it should. Additionally, we also replaced the nose gear door ram with a better unit just in case.

As a side note, the inner main doors also need attention. The molded inner/outer Fiberglass is very nice work, but is not near strong enough as built. As simple fix was to cut a hole in the top inner part of the door and fill the void between with an epoxy/milled fiber slurry. This worked very well, VERY solid door now. I would suggest that or increase the thickness of the inner and outer door lamination schedule so as to be stronger.

Bill Culberson
Frontal Aviation Mobile[/QUOTE}

Bill, thank you for the feed back we will update the new batch with some of your comments.

rchobbymodels

New Xtreme ARF F100 D maiden video, congratulations Julio



https://www.youtube.com/watch?v=rKCAWet0HH8&feature=youtu.be

rchobbymodels

Now light Kit available for all of our jets, installed in the factory



https://www.youtube.com/watch?v=u1DLdIuAEvM&feature=youtu.be