Skymaster 1/5 Scale F16 Build Thread
09-02-2016, 07:45 PM
#376
Thanks Craig. I've got some more goodies to add too mate.
Jamie I've heard someone else mention that about the BVM valve and large hubs. Good pick up.
This may have been covered already, but the canopy doesn't seem to extend to the full scale position when open. It seems to only go up say 80%. I haven't started on my canopy yet but there has to be a way to ensure full extension. Maybe a ram with a longer stroke or some sort of electronic actuator?
Jamie I've heard someone else mention that about the BVM valve and large hubs. Good pick up.
This may have been covered already, but the canopy doesn't seem to extend to the full scale position when open. It seems to only go up say 80%. I haven't started on my canopy yet but there has to be a way to ensure full extension. Maybe a ram with a longer stroke or some sort of electronic actuator?
09-03-2016, 11:08 AM
#377
Hi Guys,
I am now building my F16 1:5 as well.
I have a full set of ordinance I wish to install.
Do you have a picture or drawing of the location of the hardpoints where to install the missile rails?
Thanks,
Ziv
I am now building my F16 1:5 as well.
I have a full set of ordinance I wish to install.
Do you have a picture or drawing of the location of the hardpoints where to install the missile rails?
Thanks,
Ziv
09-03-2016, 01:36 PM
#378
Ziv have a close look under the wing and you should see the round dowel points for ordinance. Mine were raised slightly so I had to sand some of them back and fill some before painting. My F16 came in white primer though so may be different.
09-11-2016, 05:53 PM
#379
My Feedback: (20)
Success!
Great weekend. Six successful flights logged on the F-16.
First flight was a little stressful just because it was the first flight. Remaining flights each got better with small adjustments to pitch and roll rates, and finally CG.
At first the jet was a little hard to slow for landing and seemed to drop the nose in turns. The 45° pitch up and half roll CG check maneuver indicated a forward CG. On the last two flights I added 6 oz and then 2 oz more for a total of 8 oz of weight in the tail. It completely tamed the beast and it now flies very well at high AOA and approach speed.
Full aft stick at a any power setting is very stable and the jet does not drop a wing or wing rock at all. It will really carve around at full power and full aft stick at the current stab deflection and will not stall. Landings speed is now reasonable. It started to be really fun. I will recheck the current CG and post results.
Ground steering was very positive and stable. The gear doors stayed closed. The intake did not collapse at B300F full power. With smoke tank full its really heavy on the nose on take off and heavy till the smoke and fuel weights are reduced but the B300F had no problem pushing it around.
A computer talented club member made the following video of the first flights. I thought it was pretty cool. Enjoy!
Gary
https://vimeo.com/182252166
Great weekend. Six successful flights logged on the F-16.
First flight was a little stressful just because it was the first flight. Remaining flights each got better with small adjustments to pitch and roll rates, and finally CG.
At first the jet was a little hard to slow for landing and seemed to drop the nose in turns. The 45° pitch up and half roll CG check maneuver indicated a forward CG. On the last two flights I added 6 oz and then 2 oz more for a total of 8 oz of weight in the tail. It completely tamed the beast and it now flies very well at high AOA and approach speed.
Full aft stick at a any power setting is very stable and the jet does not drop a wing or wing rock at all. It will really carve around at full power and full aft stick at the current stab deflection and will not stall. Landings speed is now reasonable. It started to be really fun. I will recheck the current CG and post results.
Ground steering was very positive and stable. The gear doors stayed closed. The intake did not collapse at B300F full power. With smoke tank full its really heavy on the nose on take off and heavy till the smoke and fuel weights are reduced but the B300F had no problem pushing it around.
A computer talented club member made the following video of the first flights. I thought it was pretty cool. Enjoy!
Gary
https://vimeo.com/182252166
09-11-2016, 05:58 PM
#380
My Feedback: (20)
Success!
Great weekend. Six successful flights logged on the F-16.
First flight was a little stressful just because it was the first flight. Remaining flights each got better with small adjustments to pitch and roll rates, and finally CG.
At first the jet was a little hard to slow for landing and seemed to drop the nose in turns. The 45° pitch up and half roll CG check maneuver indicated a forward CG. On the last two flights I added 6 oz and then 2 oz more for a total of 8 oz of weight in the tail. It completely tamed the beast and it now flies very well at high AOA and approach speed.
Full aft stick at a any power setting is very stable and the jet does not drop a wing or wing rock at all. It will really carve around at full power and full aft stick at the current stab deflection and will not stall. Landing speed is now reasonable. It started to be really fun. I will recheck the current CG and post results.
Ground steering was very positive and stable. The gear doors stayed closed. The intake did not collapse at B300F full power. With smoke tank full its really heavy on the nose on take off and heavy till the smoke and fuel weights are reduced but the B300F had no problem pushing it around.
A computer talented club member made the following video of the first flights. I thought it was pretty cool. Enjoy!
Gary
https://vimeo.com/182252166
Great weekend. Six successful flights logged on the F-16.
First flight was a little stressful just because it was the first flight. Remaining flights each got better with small adjustments to pitch and roll rates, and finally CG.
At first the jet was a little hard to slow for landing and seemed to drop the nose in turns. The 45° pitch up and half roll CG check maneuver indicated a forward CG. On the last two flights I added 6 oz and then 2 oz more for a total of 8 oz of weight in the tail. It completely tamed the beast and it now flies very well at high AOA and approach speed.
Full aft stick at a any power setting is very stable and the jet does not drop a wing or wing rock at all. It will really carve around at full power and full aft stick at the current stab deflection and will not stall. Landing speed is now reasonable. It started to be really fun. I will recheck the current CG and post results.
Ground steering was very positive and stable. The gear doors stayed closed. The intake did not collapse at B300F full power. With smoke tank full its really heavy on the nose on take off and heavy till the smoke and fuel weights are reduced but the B300F had no problem pushing it around.
A computer talented club member made the following video of the first flights. I thought it was pretty cool. Enjoy!
Gary
https://vimeo.com/182252166
09-12-2016, 03:26 AM
#381
Congrats Gary. Great job. Please post your final cg settings when you measure.
Also did you do any mods to keep the doors closed or is it the standard config?
Ive just ordered some larger diameter rams from Intairco as I always change out the factory ones.
Thanks
Levi
Also did you do any mods to keep the doors closed or is it the standard config?
Ive just ordered some larger diameter rams from Intairco as I always change out the factory ones.
Thanks
Levi
09-12-2016, 06:35 AM
#383
Nice work Gary! Thanks for sharing the build with us. I liked the smooth movement of your gear. How did you get the smooth movement? Throttling of gear valves? Your canopy movement also looked nice and smooth.
09-12-2016, 10:06 AM
#384
My Feedback: (20)
Levi, Tom, Craig, Thanks for the kind words. It was a good fun weekend at the field with the jet and the camper.
The landing gear is straight factory setup with no mods. I used Jet-Tronic sequencer and valves with standard Dreamworks 1/8" air lines. They just work that way. No hard "klunks".
I was told the gear doors would probably blow open but mine did not. Stock factory cylinders on all doors. Air system was at 95psi. Please note I have not put a lot of speed on the jet yet. Most of my flying was crusing around and doing loops and rolling maneuvers, hi AOA slow flight and approaches. So far so good. I do have a Dreamworks cylinder ready for the nose gear door if necessary.
I did add a servo to the canopy open and close linkage since the full scale is electric motor driven. Standard air system for locks. I put the system on a TX rotary knob so I probably would not accidentally actuate it in flight like a switch. The canopy linkage will not give true scale open angle but its good enough for my standoff scale.
I have not used the speed brakes yet since my left one was binding on something and was not reliable. The right side was fine. Have to figure it out.
Next flights will be at SJS in Georgia in next week.
Gary
The landing gear is straight factory setup with no mods. I used Jet-Tronic sequencer and valves with standard Dreamworks 1/8" air lines. They just work that way. No hard "klunks".
I was told the gear doors would probably blow open but mine did not. Stock factory cylinders on all doors. Air system was at 95psi. Please note I have not put a lot of speed on the jet yet. Most of my flying was crusing around and doing loops and rolling maneuvers, hi AOA slow flight and approaches. So far so good. I do have a Dreamworks cylinder ready for the nose gear door if necessary.
I did add a servo to the canopy open and close linkage since the full scale is electric motor driven. Standard air system for locks. I put the system on a TX rotary knob so I probably would not accidentally actuate it in flight like a switch. The canopy linkage will not give true scale open angle but its good enough for my standoff scale.
I have not used the speed brakes yet since my left one was binding on something and was not reliable. The right side was fine. Have to figure it out.
Next flights will be at SJS in Georgia in next week.
Gary
Last edited by Viper1GJ; 09-12-2016 at 10:52 AM.
09-12-2016, 07:41 PM
#386
Gary, as the stock smoke tank is fairly forward of the CG, I carved out some custom smoke tanks behind the main saddle tanks and got a friend of mine to lay them up.
The attached pic is my 1:5 F16 but I've got the same set up on my 1:6 and the CG remains neutral throughout the flight.
The attached pic is my 1:5 F16 but I've got the same set up on my 1:6 and the CG remains neutral throughout the flight.
Last edited by Levi Wags; 09-12-2016 at 07:44 PM.
09-13-2016, 04:47 PM
#390
My Feedback: (20)
CG Update.
On flight #5 I added 6oz to the inside of the nozzle cone. Checking it today, this put the empty CG (air trap tank full) at 283mm from the wing LE.
On flight #6 I added 2oz additional for a total of 8oz in the nozzle cone. This put the empty CG (air trap tank full) at 286mm from the wing LE.
On both of these flights the jet flew much better than at the starting point of 280mm. The 45° pitch up to a half roll CG check maneuver showed a much less pitch down than at first. High AOA slow flight was much easier and slower. Approach speed was much slower. The jet did not drop its nose in turns, and it was very stable. With my current elevator deflection on low rates the jet will not stall, drop a wing, or wing rock at full aft stick, but will fly very slow, do very slow and tight loops at full power and has plenty of elevator power for landing flare.
On flight #6 with the CG at 286mm, the low rate throws were a little too much and pitch sensitive on final. I plan to keep the CG at 286 and add some expo to the low rates to help reduce the tendency to over control pitch. I think a CG of 283-286mm from the wing LE with fuel tanks empty would be a good target.
My elevator low rate ATV was 50% for the first flight but that was not enough so I landed the first one on full rate. A little too much even with CG at 280mm For flight #2 and I bumped it to 70% and it was good with CG at 280mm but the jet was still nose heavy. On the last flight 70% was a little much on final so now I have CG at 286mm, ATV at 60%, with 20% expo on top of the Cortex. Cortex gain was 20% and then 27% for the last flight. Seemed to work good there.
Hope this helps anyone interested.
Gary
On flight #5 I added 6oz to the inside of the nozzle cone. Checking it today, this put the empty CG (air trap tank full) at 283mm from the wing LE.
On flight #6 I added 2oz additional for a total of 8oz in the nozzle cone. This put the empty CG (air trap tank full) at 286mm from the wing LE.
On both of these flights the jet flew much better than at the starting point of 280mm. The 45° pitch up to a half roll CG check maneuver showed a much less pitch down than at first. High AOA slow flight was much easier and slower. Approach speed was much slower. The jet did not drop its nose in turns, and it was very stable. With my current elevator deflection on low rates the jet will not stall, drop a wing, or wing rock at full aft stick, but will fly very slow, do very slow and tight loops at full power and has plenty of elevator power for landing flare.
On flight #6 with the CG at 286mm, the low rate throws were a little too much and pitch sensitive on final. I plan to keep the CG at 286 and add some expo to the low rates to help reduce the tendency to over control pitch. I think a CG of 283-286mm from the wing LE with fuel tanks empty would be a good target.
My elevator low rate ATV was 50% for the first flight but that was not enough so I landed the first one on full rate. A little too much even with CG at 280mm For flight #2 and I bumped it to 70% and it was good with CG at 280mm but the jet was still nose heavy. On the last flight 70% was a little much on final so now I have CG at 286mm, ATV at 60%, with 20% expo on top of the Cortex. Cortex gain was 20% and then 27% for the last flight. Seemed to work good there.
Hope this helps anyone interested.
Gary
09-14-2016, 03:02 AM
#391
Volume is 2.4 litres Gary, a little more than my 1/6. There's room for more capacity but it im running the Jetcat BUS smoke pump at 45% and I get thick smoke for the whole flight with this set up. I turn off the smoke unless doing manoeuvres.
09-14-2016, 02:02 PM
#393
09-22-2016, 06:49 AM
#396
I m wondering about the feasibility of splitting the fuselage for transportation, like you can do on the rebel pro. On that one you have 3 screws, easy to access, plus 4 bigger screws sliding in on strengthened supports. On this one I m wondering if that's at all even necessary. The three screws above the intake seem to be easily accessible from the canopy, while the other 5 are 40cm deep and seem more troublesome to trifle with at the flying field.
Connections seem really easy:
1) 1x XT60 for turbine battery
2) 1x XT60 for servo power
3) 1x 4mm bullet for servo signal (SBUS)
4) rx, batteries, PSU, canopy valves (or servos) in front
5) fuel system, ECU, landing gear/airbrakes air valves (operated through a SBD-1) behind
6) if canopy is air operated, one festo 4mm QS to bring compressed air to the forward section valves...
Easy enough!
Can anybody give me their opinion about how annoying it would be to remove the 8 screws holding the fuselage together at the field?
Thanks!
Connections seem really easy:
1) 1x XT60 for turbine battery
2) 1x XT60 for servo power
3) 1x 4mm bullet for servo signal (SBUS)
4) rx, batteries, PSU, canopy valves (or servos) in front
5) fuel system, ECU, landing gear/airbrakes air valves (operated through a SBD-1) behind
6) if canopy is air operated, one festo 4mm QS to bring compressed air to the forward section valves...
Easy enough!
Can anybody give me their opinion about how annoying it would be to remove the 8 screws holding the fuselage together at the field?
Thanks!
09-22-2016, 08:08 AM
#398
I was actually considering to screw them in from the front side rather than the back hatch, so the tanks won't get in the way. Without the cockpit installed, how difficult are they to get to from the front?
09-22-2016, 11:49 AM
#400
My Feedback: (20)
Got 5 flights today at SJS in Georgia. My pitch mix is about 1/2" up from level flight trim position when LEF and flaperons go down. I do not notice any pitch change at all.
Jet flies great. Still working on getting best pitch rate for landing. I tend to over control in round out to flare.
Gary
