Xtreme ARF F-84F is coming soon!
11-09-2014, 09:34 PM
#26
[QUOTE=Vincent;11914821]
I don't consider the F-14, F-104, or 1/5 F-16 flight videos "cheesy." What does this have to do with Skymaster anyways? Regardless, nothing I said is anywhere near the realm of "tearing down." If a company is putting out a product to solicit sales, I will let them know what I want to see before I make a purchase.
I really wish you guys would release one model at a time and ensure that the planes are reliable once they get into the hands of customers, not just reps. I want to see more rigorous testing before I'm putting my money into a plane by this manufacturer. The flight videos of the F-100 being flown gingerly by a customer are not enough. Those videos should be coming from the manufacturer. It's no longer enough to get some RCU regulars to sing your praises. We've seen that movie before. With all that said, I do wish you the best of luck.[/QUOTE
Have you guys ever noticed those cheesy test flights Anton puts his new jets thru but yet he puts out a good product. I noticed how many people bought that big Mig 15 and I saw only one easy test flight online?? Let this company prove their worth before you start tearing them down.
Vin...
Have you guys ever noticed those cheesy test flights Anton puts his new jets thru but yet he puts out a good product. I noticed how many people bought that big Mig 15 and I saw only one easy test flight online?? Let this company prove their worth before you start tearing them down.
Vin...
Last edited by dubd; 11-09-2014 at 09:39 PM.
11-10-2014, 12:39 AM
#27
Chirigui,
I could not find the difference on the tail if it is short or long, now you are right about the chute system some models has and some don't example the F84F - 20 RE does not have the chute on the tail the F84F -25 -RE has, also the model 20 RE does not have the cooling door on the fuse side close the wing. There are too many different models on the same F84F. I need to know which one Xtreme will choose.
11-10-2014, 12:56 AM
#29
11-10-2014, 12:58 AM
#30
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Wagner, its all in hand, the example I posted some images of earlier is the tall tail version with chute, another picture posted to clarify this attached - as explained this is the F-84 from which the majority of the work will come from.
marcs
marcs
11-10-2014, 01:01 AM
#31
So project will be base on the FS-877
11-28-2014, 04:01 PM
#35
Some updates on the F84F development from Xtremearf
this is only the basic lines still missing some parts like the parachute compartment in the tail section, according Xtremearf the drawings will be ready around end of December with all details, I will try to post more pictures next week.
this is only the basic lines still missing some parts like the parachute compartment in the tail section, according Xtremearf the drawings will be ready around end of December with all details, I will try to post more pictures next week.
01-18-2015, 07:25 AM
#37
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Billy a very nice find too, looking forward to working with Xtreme on getting this kit ready for the market, so few have tackled it and its a classic jet for so many reasons.
marcs
marcs
07-21-2015, 10:45 PM
#40
It is time to post some updates on the F84 F development, so bellow some pictures of the plugs, it is not complete yet, we are now working on the rivets and panel lines, soon we will open a list of the interested pilots which the 10 first ones will have a discounted price.
07-21-2015, 11:06 PM
#43
02-29-2016, 07:47 PM
#46
As all of our planes we test the drawings before make the prototype to establish if there are any issues with the design which might compromise structural integrity, flying characteristics and safety and to show us the strength and weakness were we have to pay more attention in structural reinforcement. The test took in consideration, the drawings, the material, G forces, altitude at sea level and above sea level, etc..., we tested this plane for Velocity, Pressure Points, Stress, Strain, Displacement, Wing Static Load and Stall speeds.
Bellow you can find some of the tests.
Bellow you can find some of the tests.
03-01-2016, 04:57 PM
#47
I am open a list for the 10 first interest in the F84F, there will be no commitment, no money down, who decided to buy it, will have 10% off of the market price, we are finishing the plug now.
Ok, for the ones that want to take the advantage in save 10% off please send email with name, phone to [email protected]
Ok, for the ones that want to take the advantage in save 10% off please send email with name, phone to [email protected]
03-02-2016, 05:21 AM
#48
My company built a full size model of our sport jet aircraft with the help of Russian engineers. We got these guys when they defected during the cold war. We did aerodynamics and materials testing with scientist from Germany and other smart parts of the world. We also hired the designers at Lamborghini to do some design and paint work. nearly 10k dollars in up front cost alone.
We stuck a monkey in it and launched it to the moon. He flew it down and did 4 point rolls, knife edge flight, slow rolls, etc. We new it was ready! we have the videos, but they are classified!
We now have the same monkeys flying them at local jet events. This has been unclassified!
Scott
We stuck a monkey in it and launched it to the moon. He flew it down and did 4 point rolls, knife edge flight, slow rolls, etc. We new it was ready! we have the videos, but they are classified!
We now have the same monkeys flying them at local jet events. This has been unclassified!
Scott
David
03-02-2016, 05:35 AM
#49
Yep, entirely.
BTW, we have hired the entire NASA team who designed the Space Shuttle. We asked them to conduct complete aerodynamics and material resistance studies on the Scorpion, Super Scorpion, SuperPhoenix, Rafale and Mirage 2000. They provided us with extensive data for free ( they were quite happy to have us get them to do something ). Unfortunately I cannot show the data to any one as it is classified USA Military information.
BTW, we have hired the entire NASA team who designed the Space Shuttle. We asked them to conduct complete aerodynamics and material resistance studies on the Scorpion, Super Scorpion, SuperPhoenix, Rafale and Mirage 2000. They provided us with extensive data for free ( they were quite happy to have us get them to do something ). Unfortunately I cannot show the data to any one as it is classified USA Military information.
Its nice to be able to access that data or have a team that can do it, but the reality is most manufacturers can't afford that, plus the data is worthless without good testing to correlate the analysis. I sincerely don't think ANYONE in China is doing anything even similar to this.
Best approach (and more affordable) is to make a "reasonable" design using known industry techniques, AKA purchasing a BVM or JMP kit and "learn it"
Then just make a few test articles with minimum tooling and fly the living crap out of it, till it breaks apart in the air. It's not complicated, nor expensive. Problems is......most manufacturers DON'T EVEN WANT TO DO THIS!!!!! Hence we end up with the POS that have flooded the market lately.
And yes, at least to me, seeing a brand rep flying a sample model doesn't do it for me. I'd like to see it pushed to the boundaries by someone closely related to product development, who can incorporate the necessary corrections like FEJ does.
.....hope I didn't make you spill your coffee with my last comment.
03-02-2016, 05:53 PM
#50
David,
I quite didn't understand your comment, but Xtreme ARF, a company with offices in China and USA do test the drawings before prototype and all the tests above were not for decoration, and we employ the engineer recommendation on the tests results, to build the prototype, as we did with the Vixen, we are doing with the F84F and will be done with the A6.
We do not send prototypes to Rep flies around, we have a experience pilot in USA, Jim Hiller, that stress the prototype and report the issues that has to be corrected before production is released I will post his recommendation for the Vixen on the end of this as a illustration.
If you check close on the test pictures the test date was May 2015, so we are working on this plane a long time.
For your information Xtreme ARF is not a startup company anymore, we are in the market for 3 years now with several planes flying in several countries.
As promised as illustration the Vixen test report from Jim Hiller (Pilot) and Rich Miller(builder). All of the issues we corrected before production.
Jim Hiller Comments:
Test flights went well. Couple of comments;
Landing gear issue may be solved with a change to (2) air solenoid valves, one may just not have enough airflow.
Flight Characteristics:
Final CG makes for very good neutral flying, roll to inverted required little to no down elevator. High speed, full throttle did have a bit of down elevator trim suggesting a bit farther forward CG to be trialed. Landings at this CG were smooth, but one has to be careful not to over control the elevator on initial flare as easy to over control initial pull resulting in level flight followed only a weak tendency to drop the nose when reducing elevator input, will play with a bit more forward CG, I like this setup but definitely not recommended for everyone.
Comment about the fin area, slow flight turns with the gyro turned off did result in slight yaw as aileron input was put in, similar to the old Crow Aviation series of sport jets, i.e. Razor, Predator. The gyro eliminated this tendency, however unless you’re an old pattern flyer you probably would not even notice it.
Stalls, well, positive right side up stalls are as good as one should expect with a high performance model, slowly pull up elevator and first it starts to bob the nose up and down with no tip break, but continue pulling hard elevator and the wing finally quits flying completely and breaks left or right, yaw dependent. Inverted, upside down stalls were as expected, mild break with tip stall. Both positive and negative G stalls recover quickly with reduction of elevator control. Slow flight felt positive, with no unusual habits.
Trim change with speed was a slight dive at full throttle high speed flight, maybe equivalent to 1 click of up trim to correct, again suspect a bit further forward CG can be used to correct. Overall trim change with speed change were minimal, very nice.
Loops, either positive G or negative G are straight and solid, loops are about the same size in either direction, good for confident looping aerobatics regardless of inside or outside loops.
Aileron differential is required to straighten the roll, ended up I believe about 85%, not unusual for a low wing airplane.
Knife edge was very good, held altitude well, tracked well, but with the leading edge sweep roll coupled to elevator input when hard rudder is applied for knife edge, pull elevator Vixen rolls in direction of rudder input, push elevator she rolls opposite of rudder input, again as expected with leading edge sweep.
I quite didn't understand your comment, but Xtreme ARF, a company with offices in China and USA do test the drawings before prototype and all the tests above were not for decoration, and we employ the engineer recommendation on the tests results, to build the prototype, as we did with the Vixen, we are doing with the F84F and will be done with the A6.
We do not send prototypes to Rep flies around, we have a experience pilot in USA, Jim Hiller, that stress the prototype and report the issues that has to be corrected before production is released I will post his recommendation for the Vixen on the end of this as a illustration.
If you check close on the test pictures the test date was May 2015, so we are working on this plane a long time.
For your information Xtreme ARF is not a startup company anymore, we are in the market for 3 years now with several planes flying in several countries.
As promised as illustration the Vixen test report from Jim Hiller (Pilot) and Rich Miller(builder). All of the issues we corrected before production.
Jim Hiller Comments:
Test flights went well. Couple of comments;
Landing gear issue may be solved with a change to (2) air solenoid valves, one may just not have enough airflow.
Flight Characteristics:
Final CG makes for very good neutral flying, roll to inverted required little to no down elevator. High speed, full throttle did have a bit of down elevator trim suggesting a bit farther forward CG to be trialed. Landings at this CG were smooth, but one has to be careful not to over control the elevator on initial flare as easy to over control initial pull resulting in level flight followed only a weak tendency to drop the nose when reducing elevator input, will play with a bit more forward CG, I like this setup but definitely not recommended for everyone.
Comment about the fin area, slow flight turns with the gyro turned off did result in slight yaw as aileron input was put in, similar to the old Crow Aviation series of sport jets, i.e. Razor, Predator. The gyro eliminated this tendency, however unless you’re an old pattern flyer you probably would not even notice it.
Stalls, well, positive right side up stalls are as good as one should expect with a high performance model, slowly pull up elevator and first it starts to bob the nose up and down with no tip break, but continue pulling hard elevator and the wing finally quits flying completely and breaks left or right, yaw dependent. Inverted, upside down stalls were as expected, mild break with tip stall. Both positive and negative G stalls recover quickly with reduction of elevator control. Slow flight felt positive, with no unusual habits.
Trim change with speed was a slight dive at full throttle high speed flight, maybe equivalent to 1 click of up trim to correct, again suspect a bit further forward CG can be used to correct. Overall trim change with speed change were minimal, very nice.
Loops, either positive G or negative G are straight and solid, loops are about the same size in either direction, good for confident looping aerobatics regardless of inside or outside loops.
Aileron differential is required to straighten the roll, ended up I believe about 85%, not unusual for a low wing airplane.
Knife edge was very good, held altitude well, tracked well, but with the leading edge sweep roll coupled to elevator input when hard rudder is applied for knife edge, pull elevator Vixen rolls in direction of rudder input, push elevator she rolls opposite of rudder input, again as expected with leading edge sweep.
