July '01

The following information and photo's will help clarify a few fine points of gearing up the F-100D.

Stabilator servo wiring
Locate the "Y" harness close to the receiver and be able to access the two connections to the 36" leads. Before each flying session, disconnect one at a time to ensure that both 8411 servos are functioning. Do not use servos with less power than 150oz/inches of torque.

Speed Brake control
The prototype has the speed brake activated by the same channel (Aux 3, JR) as the wheel brakes. The last few degrees of travel of the slide switch on the transmitter commands the speed brake to open.

Approaches and landings on short runways are accomplished with the speed brake deployed and the brakes full "on". Landing roll out will be about 200ft. Tire wear is not excessive.

Fuel System
Incorporate a BVM Ultimate Air Trap (U.A.T.) into the fuel system. Place it in the fuse on the left side of the inlet duct. Rig the 16oz. header tank as a 2 line system and fill through the 3rd line on the U.A.T.

Retract System
Add a 2nd air tank (BVM #4204) to the retract system. "T" it into the other tank to increase the volume of air available to operate the landing gear.

Use a BVM modified Robart 4-way valve marked "Retracts" or "Gear" to control the system.

Retracts and Door Cycler
Use the programmable unit available from Mini Hobby Atl. or BVM. The time between the gear "up" command and the door closing should be 6-7 seconds to allow for air load delays on the landing gear. The door command on the down cycle can be 4 to 5 seconds.

It is a good procedure to check the gear operation before each flight. Observe that there are no severe air leaks in the up or down position. A fill pump with a guage will assist here.

Main wheel well door stops
The edges of the main wheel well doors are thicker than the fuse skin. Therefore, the poly ply strips on the fuse opening that serve as seats for the doors, must be offset from the inside fuse skin accordingly. Use strips of 1/64" ply (cross grain) to accomplish.

Forward inlet glue joint
Improper handling of the forward end of the fuse can cause the glue joint between the front of the fuse and the inlet to fracture. Subsequent full power run-ups may cause the inlet to deform. Check this glue joint often and look down the inlet occassionally during a ground run up. The pressure drop in the inlet during forward flight is considerably less.

JR 1800 mah 5-cell pack powers the radio system - charge after 2 flights with Graupner MC Ultra Duo plus. Antenna is on center and suspended 1" or more off the top of the bypass, make notch in aft flange of hatch as necessary.

Start air, propane and data terminal connections for AMT are accessed through main hatch.

Bevel this edge if necessary to clear tire

Main strut door attachment is by .047" wire. Loop end attaches to strut. Bend out board end and attach to CF part with small wheel collar. Fine tuning of outboard end angle determines door closing. Drilling hole in CF part oversize may assist. Bottom edge of strut door will just about touch the tire during up cycle. Relieve door if necessary. The brake line is taped to strut and routed through the axle. Secure all air lines to not interfere with retract action.

Lower aft end of door must extend into fuse, thus, the wheel well door traps it in place for flight.

1/32" nose gear steering cables use ball/socket linkage on both ends. They are kept out of way of retracting strut with (2) light rubber bands.

The nose gear fwd door is attached to the strut with fishing line cable and 2 crimps. One end is secured to the CF strut door attachment and the other is secured to the strut with button head panel screws.

Molded refueling probe mount is attached to the bottom of the right wing.

F-100 customers who need any of these parts to complete the gearing-up process, please let us know.

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