most of the people who use the down elevator mix do so because it's a 'learned' habit from back in the days when channels were limited and the best way to get brakes was to put a trigger switch that was activated by the servo horn when down elevator was applied. these days you typically have more then enough channels to put the brakes on their own channel and use a switch or slider. some people still use the down elevator mix for taxi braking and have a switch or slider for parking brakes.

Finally ordered the F-16 and everything looks pretty good.
If I remember right, the fuel stoppers that were brown were the good ones...at least, compared to the red ones, right?
Getting ready to air test the gear and noticed that the mains have a 3rd cylinder to lock the gear in the down position. Does anyone else have this setup and what are you using to activate that cylinder?

Craig

if it's for locking the gear down you can just T it into the Up/Down lines of the main gear.

Not without some sort of delay. The mains need to be fully down before the 3rd cylinder moves.

can we get a pic of the setup? if it's locking the gear it should be moving the entire time the gear is moving.

I'll try it tonight with the 3rd cylinder tied to the mains. It may be fine like that but will depend on how fast/slow it moves.

Craig

i see no reason it can't be hooked up with a T to the main cylinders.

Is there any chance anyone knows how to stiffen up the springs on the FE F16? I asked a few weeks ago but have had no answers yet. Can the legs be stripped and "beefed up"? Any help would be greatly appreciated as I dont want to wreck the bottom of the jet with even a moderatley good landing (I Wish!!) I did think of putting springs over the outside of the legs but I think this is a bit heath robinson. Someone please advise as I will be flying jet very soon. Thanks for any help. Nick

Nick,

Send James (FEJ Rep.) an email to send you the stiffer springs. It is easy to repalce them. You may want to pull them out and go to the nearest ACE like hardware store and see if they got soemthing beefier (not a lot though).

Hope that helps.

Regards,
Mike

Thank you Mike, I'll do that. I take it they are an aftermarket fit as the original ones are pretty soft. Thanks for your help, at last!

CPing is this the 1/8 scale F-16? I know the 1/5 scale has the third cylinder. Just wondering if fly eagle changed the main gear up? And if they are going to offer this new gear to other F-16 owners?

Yes, the 1/8 advanced version. The gear is the same as the larger one...3rd cylinder, white in color, etc.

Craig

Wow I wonder when they made this change?

I didn't ask when they made the change but it had to be some time before April 24th, that's when mine shipped.

Craig

My personal experience, CPC is that what you have heard about F-16 advanced version L. Gear is correct.
It has very low tolerance for resasonable hard landings.
The nose wheel colapses and the mains are fragile at the wheel articulation.
The mechanism looks very good in photos but needs some modifications in order to work well and reliable.
Above this the plane itself is a jewel.
Very good painting job, very strong airframe, good quality hardware except for the stabilators bell cranks wich I prefer those from S. Master.
Those from FEJ are well mechined but the nature of their design allow for lot of play if the flat of the stabilator shaft is not almost perfectly flat.
SM's on the other side not only counts with the "D" shape but grips strongly the entire circumferrence of the shaft making system virtually slip free.
About service from James is 2nd to none.
This guy is very helpfull.

Is it possible to use the SM elevator shaft grip mechanism on the FEJ F 16???

I remove my elevators for transport each time I fly and it takes me about 20 mins of stuffing around removing the exhaust cone and then trying to line up the flat of the elevator shaft and do up the 4 alen key bolts so I have no slop. Each time I do this I have to re sub trim the elevators which is a major pain.

The airframe is a gem and I love flying it. A bit of tweaking would make this the best F 16 out there IMO.

Mav

Is it possible to use the SM elevator shaft grip mechanism on the FEJ F 16???

I have'nt tried but I think yes. with some machining, maybe.
Meanwhile if stock bellcranks from FEJ are working "Ok", leave them.

Help with the ducting please...I've read through this thread and every pic I see of the turbine install shows the ducting much farther forward than I have. Do I need to cut some off the front?
Need to get the turbine mounted so I can balance with the all the little stuff.

Thanks
Craig

Hi Craig,

That is correct, you need to cut a bit to get it to fit right.

Regards,
Mike

Well two years later the F-16 flew.And the wheels and doors worked after new air cylinders were installed and valves and tubeing.The plane is the 1/8 first verson with a p-70 in it.The plane came out at 21.1 lbs. dry.The cg is at 152mm back and the throughs were what FE.recommended.The flight lasted 5 min with fuel almost full in the 2 main tanks the first 16 oz. over the intake is used first.I bent the front pin on landing and drilled it out to a 1/4 pin size.The plane is ready to go again.

So what did you think of it????????????????????

Mav

For the first flight it flew ok just likeother F-16's I have flown.I guess time will tell.I wont have any more flights on ituntill next week.

I'd like to know how you liked it as well.
Also would like your thoughts on having the CG at 152. Seems most are using 140.

Craig

Hi all, Flew my F-16 for the first time last week and was v surprised how straight forward it was. I had been told all the scare stories but it was remarkably docile, no nasty moments at all apart from a very fast landing approach which resulted in it running on for about 80 mtrs after touchdown!!. Had all the settings where I was told to have them, which was even more critical as I was flying it on a Wren 54 mounted in the tail. My only bit of damage was to the strakes underneath, they got a bit scored as the u/c bottomed out. Took quite a long run up with the Wren at full power but once in the air it was flying happily at 1/2 throttle, flew for 6 mins and landed with over half tanks so I am sure I can get a full 10 minute flight easily which would be better from a weight perspective as well. All in all its a stunning kit for the money and it looks briiliant in the air. if I was going to do another one I would have a Wren S/S in the tail or a 20 lb thrust turbine in the middle and upgrade the u/c springs as mine are v soft. One thing I did chnage was the brake set up on my 12FG, I had it on a slider but have now changed to a flick switch, can anyone tell me how to put the brakes onto full down elevator? I'm not too hot on set up and just cant seem to get the setting right. Putting them on a slider is a pain as you cant find it quickly.</p>

Nick</p>

I don't have any plans on moving the cg.Some on else said they were flying with a cg of 160.In order to get the 145 as per FE. it would have taken a lot of extra weight up front.I dont have anything in the nose.All the batteries are under the equipment tray.The bent front strut pin was my fault It landed to far down the runway and when the wings went horizontal I lost sight of it and it landed on the mains but hard on the front strut.I'm guessing at take off weight about23-24 lbs, take off on a airport runway in about 200 ft was no problem with a P-70.I only just flew it around nothingwild for the first flight but all in all it did fly ok.