Skymaster 1:7.5 F-4 Phantom
08-14-2018, 06:27 PM
#127
I am on the Fence here guys....what's your input ?
K210 Vs K260...
I know most of you are flying with a K210 or similar. What's your thoughts of a K260?
I want to be able the fly off grass and with full ordinance.
also have the chute....
Roughy 2200 Ft above sea level...
K210 Vs K260...
I know most of you are flying with a K210 or similar. What's your thoughts of a K260?
I want to be able the fly off grass and with full ordinance.
also have the chute....
Roughy 2200 Ft above sea level...
08-14-2018, 06:36 PM
#130
My Feedback: (1)
Tom,
I will take credit for the inner door rigging. Originally the air cylinder was mounted to the plywood block and directly to the door, but that was pulling the door more sideways than it was holding it closed. So I re-rigged it with a bellcrank so all of the cylinder's force is actually pulling the door closed instead of trying to rip it off the hinges.
I will take credit for the inner door rigging. Originally the air cylinder was mounted to the plywood block and directly to the door, but that was pulling the door more sideways than it was holding it closed. So I re-rigged it with a bellcrank so all of the cylinder's force is actually pulling the door closed instead of trying to rip it off the hinges.
Last edited by Kevin_W; 08-14-2018 at 06:40 PM.
08-14-2018, 07:52 PM
#131
My Feedback: (13)
Aaron,
The 210/260 weigh the same according to the website. The plane has a ton of gas and the bigger motors appear to be more efficient for a given airframe (much lower power setting avoids the high-burn rates of higher power settings?). Finally the cost difference between them isn’t significant at initial purchase.
All that said: I have a 210 in mine and will, when finances allow, pull it to put into my Hun and Phantom will get a 260. 210 is very “scale”, especially with ordnance. I was shocked at how much drag the TERs and Mk-82s were. I was able to hit 200mph fully loaded but it took a couple laps of warming it up
. I’m not looking for more too end Speed; I want more grunt for getting it off the ground, a go around, vertical etc. (mine is 43# and change dry). I think bifurcated pipe (I have a Tam pipe) is contributing as well. I think a straight 46# would be great for the plane.
There will be several several that disagree, I’m just telling you what I’m planning
Dave
The 210/260 weigh the same according to the website. The plane has a ton of gas and the bigger motors appear to be more efficient for a given airframe (much lower power setting avoids the high-burn rates of higher power settings?). Finally the cost difference between them isn’t significant at initial purchase.
All that said: I have a 210 in mine and will, when finances allow, pull it to put into my Hun and Phantom will get a 260. 210 is very “scale”, especially with ordnance. I was shocked at how much drag the TERs and Mk-82s were. I was able to hit 200mph fully loaded but it took a couple laps of warming it up
. I’m not looking for more too end Speed; I want more grunt for getting it off the ground, a go around, vertical etc. (mine is 43# and change dry). I think bifurcated pipe (I have a Tam pipe) is contributing as well. I think a straight 46# would be great for the plane. There will be several several that disagree, I’m just telling you what I’m planning
Dave
Last edited by ozief16; 08-14-2018 at 07:55 PM.
08-14-2018, 08:05 PM
#134
My Feedback: (1)
The spring is what Skymaster put on it at the factory. It feels pretty damned strong though, If it doesn't hold the door closed I will have to come up with a different method to actuate the door since I think a spring any stronger than this one would cause gear problems.
08-14-2018, 08:05 PM
#135
Aaron,
The 210/260 weigh the same according to the website. The plane has a ton of gas and the bigger motors appear to be more efficient for a given airframe (much lower power setting avoids the high-burn rates of higher power settings?). Finally the cost difference between them isn’t significant at initial purchase.
All that said: I have a 210 in mine and will, when finances allow, pull it to put into my Hun and Phantom will get a 260. 210 is very “scale”, especially with ordnance. I was shocked at how much drag the TERs and Mk-82s were. I was able to hit 200mph fully loaded but it took a couple laps of warming it up. I’m not looking for more too end Speed; I want more grunt for getting it off the ground, a go around, vertical etc. (mine is 43# and change dry). I think bifurcated pipe (I have a Tam pipe) is contributing as well. I think a straight 46# would be great for the plane.
There will be several several that disagree, I’m just telling you what I’m planning
Dave
The 210/260 weigh the same according to the website. The plane has a ton of gas and the bigger motors appear to be more efficient for a given airframe (much lower power setting avoids the high-burn rates of higher power settings?). Finally the cost difference between them isn’t significant at initial purchase.
All that said: I have a 210 in mine and will, when finances allow, pull it to put into my Hun and Phantom will get a 260. 210 is very “scale”, especially with ordnance. I was shocked at how much drag the TERs and Mk-82s were. I was able to hit 200mph fully loaded but it took a couple laps of warming it up
. I’m not looking for more too end Speed; I want more grunt for getting it off the ground, a go around, vertical etc. (mine is 43# and change dry). I think bifurcated pipe (I have a Tam pipe) is contributing as well. I think a straight 46# would be great for the plane.There will be several several that disagree, I’m just telling you what I’m planning
Dave
some good points Dave...
I have been Talking to the Guy that makes the Tams pipes. He recommends a bigger pipe for the K260 vs 210.
I am thinking like you...be nice to have the extra grunt when you need it...
also agree with the fuel burn...
leaning towards the K260 I think
08-14-2018, 08:22 PM
#139
My Feedback: (1)
I don't have a drawing, but it is pretty simple. It is 90 degrees, the arm on the cylinder side is 3/4" (center of pivot hole to center of ball link hole), the arm on the door side is 1" (center of pivot hole to center of ball link hole). It is made out of some G10 I had laying around (~1/8" I think), and I used the hardware from a set of Dubro bellcranks. I made the bracket from some 1" angle aluminum (I think I posted pics of it in another F4 thread a week or two ago.
I can get more pics tomorrow, but right now the Hysol is curing on the pylon dowels, and the doors are taped shut.
I can get more pics tomorrow, but right now the Hysol is curing on the pylon dowels, and the doors are taped shut.
08-15-2018, 03:58 AM
#140
Thanks for the pix Kevin. My outer spring is bigger than that and doesn't close all the time. If gear retraction isn't real quick the air loads hold them open. Dave, the real thing sometimes took a while too. My Mach 2 ride I had a bologna sandwich, a cigar and a puke before it got there....but it did....about the same time we hit bingo. Got shipping info on my paint yesterday. Klasscote. Didn't have to worry about colors. I know, I'm a dinosaur, who paints models anymore? Callie graphics will ship Friday. Weather permitting paint barn next week. More flights scheduled today with the new Jettronics hi flow valve, hopefully it will solve problems with slow/incomplete retraction.
08-15-2018, 06:37 AM
#141
My Feedback: (13)
Aaron,
thanks for the info. I’ve got a nib Tam pipe plus mine that’s in there...shoot
i read both the 210/260 as weighing 4#10oz. Sorry for misinformation if I screwed that up
my buddy has an Oly in his and can’t understand what I’m talking about (“I leave the flaps hangin until I’m turning on to downwind”). He just pushes it up, pulls the gear and flaps simultaneously AND at the same time and goes
thanks for the info. I’ve got a nib Tam pipe plus mine that’s in there...shoot
i read both the 210/260 as weighing 4#10oz. Sorry for misinformation if I screwed that up
my buddy has an Oly in his and can’t understand what I’m talking about (“I leave the flaps hangin until I’m turning on to downwind”). He just pushes it up, pulls the gear and flaps simultaneously AND at the same time and goes
08-15-2018, 09:26 AM
#142
Aaron,
thanks for the info. I’ve got a nib Tam pipe plus mine that’s in there...shoot
i read both the 210/260 as weighing 4#10oz. Sorry for misinformation if I screwed that up
my buddy has an Oly in his and can’t understand what I’m talking about (“I leave the flaps hangin until I’m turning on to downwind”). He just pushes it up, pulls the gear and flaps simultaneously AND at the same time and goes
thanks for the info. I’ve got a nib Tam pipe plus mine that’s in there...shoot
i read both the 210/260 as weighing 4#10oz. Sorry for misinformation if I screwed that up
my buddy has an Oly in his and can’t understand what I’m talking about (“I leave the flaps hangin until I’m turning on to downwind”). He just pushes it up, pulls the gear and flaps simultaneously AND at the same time and goes
Some guys may think I will be overpowering the F4, but there is a throttle lol...
I just have to decide K210 vs K260 so I can go ahead and order the pipe 🤔
08-15-2018, 12:30 PM
#145
08-15-2018, 02:13 PM
#148