Skygate/CARF Viperjet
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DenisFerrari (12-27-2021)
#605
Asif
Glad it all went well...my favourite scheme 🙂
The kit I showed has also been flying, plus another Viper I test flew a couple of weeks back in Black/silver/orange scheme.
Dave
Glad it all went well...my favourite scheme 🙂
The kit I showed has also been flying, plus another Viper I test flew a couple of weeks back in Black/silver/orange scheme.
Dave
#606
My Feedback: (2)
Good to see that this thread is still alive. I used this forum for all the info needed to achieve a successful maiden after a recent month worth of building.
I had a Swiwinn 140b needing an airframe and I wanted a jet that could be built achieving a light wing loading due to the fact that our club here in WV has a less than 400' grass strip. Not to mention a hillside with trees at one end. I was concerned at first that I was taking a chance with the smaller turbine knowing what everyone else here is putting in theirs but one user on this thread was powering theirs with a 140N turbine and it gave me the courage to take on the project. The thing is (at our field) a go around is not an option unless a commitment to landing is cancelled and full power acquired before reaching the beginning of the strip. The only way I'm confident enough to try this is with airspeed telemetry reporting airspeed every second into headphones as I'm flying. First flight: determine stall speed right after takeoff so as to have as much fuel in tank as possible for heaviest weight. After that, stay above and all should be well.
Here are some of the specs:
Less than 32 lbs dry and using only 2.8L tank.
CG: approx. 1/2 in. behind rear of wing tube with only UAT full. (With the batteries above front wheel, 8 oz. of lead above batts. used to achieve this.) Btw 0 trim needed on maiden.
Full flaps: 85 deg.
Elevator: 30mm up and down with 40% expo. Approx. 1/8 in. down elevator with full flaps.
All other surfaces are as the manual suggests. NO dual rates are used on my setup for controller simplicity.
Top speed reached so far is 142 mph and out of a dive I could get faster.
Stall speed is somewhere in the neighborhood of 37 mph.
Stall characteristics are great if straight and level but if abrupt full elevator is applied near stall speed then it will tip stall as you would expect.
I will say it's a nice performing model. Nothing exceptional with 140N, but fun to fly.
Decals for Mclaren scheme were purchased at Taylormadedecals.com as recommended by this thread.
Overall I love it. Burned about 8 gals. in it so far. Can't wait to fly again!
Thank you all for sharing your experiences and knowledge!
I had a Swiwinn 140b needing an airframe and I wanted a jet that could be built achieving a light wing loading due to the fact that our club here in WV has a less than 400' grass strip. Not to mention a hillside with trees at one end. I was concerned at first that I was taking a chance with the smaller turbine knowing what everyone else here is putting in theirs but one user on this thread was powering theirs with a 140N turbine and it gave me the courage to take on the project. The thing is (at our field) a go around is not an option unless a commitment to landing is cancelled and full power acquired before reaching the beginning of the strip. The only way I'm confident enough to try this is with airspeed telemetry reporting airspeed every second into headphones as I'm flying. First flight: determine stall speed right after takeoff so as to have as much fuel in tank as possible for heaviest weight. After that, stay above and all should be well.
Here are some of the specs:
Less than 32 lbs dry and using only 2.8L tank.
CG: approx. 1/2 in. behind rear of wing tube with only UAT full. (With the batteries above front wheel, 8 oz. of lead above batts. used to achieve this.) Btw 0 trim needed on maiden.
Full flaps: 85 deg.
Elevator: 30mm up and down with 40% expo. Approx. 1/8 in. down elevator with full flaps.
All other surfaces are as the manual suggests. NO dual rates are used on my setup for controller simplicity.
Top speed reached so far is 142 mph and out of a dive I could get faster.
Stall speed is somewhere in the neighborhood of 37 mph.
Stall characteristics are great if straight and level but if abrupt full elevator is applied near stall speed then it will tip stall as you would expect.
I will say it's a nice performing model. Nothing exceptional with 140N, but fun to fly.
Decals for Mclaren scheme were purchased at Taylormadedecals.com as recommended by this thread.
Overall I love it. Burned about 8 gals. in it so far. Can't wait to fly again!
Thank you all for sharing your experiences and knowledge!
#607
I bet you are nose heavy and can take the lead out. All of ours have the batteries around the fuel tank. The huge tail masks the nose heavy set up- even super nose heavy no elevator trim is seen.
How does it balance without the wings?
How does it balance without the wings?
#611
My Feedback: (1)
Carf viper
I just finished upgrading my 3 year old carf viper to a set of electron electric gear.I have used the nose gear door prior to the upgrade. my question is how many of you have used or left the gear door off. I had to trim the opening so will have to make a new door to fit properly.
Do you really need one?
Stan
Do you really need one?
Stan
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DenisFerrari (12-29-2021)
#613
My Feedback: (1)
nose gear door
dave,
awfully large gaping hole where the nose wheel sits.
feels funny to look at it.
after you came out with your description to balance from the wing bolts mounting holes I tried it and removed a pound and a half of lead from the nose.plane flew great with no cg problems.
thanks
stan
awfully large gaping hole where the nose wheel sits.
feels funny to look at it.
after you came out with your description to balance from the wing bolts mounting holes I tried it and removed a pound and a half of lead from the nose.plane flew great with no cg problems.
thanks
stan
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DenisFerrari (12-29-2021)
#614
You get used to the hole! I like doors as we fly on grass throughout the year, but other than that it’s another failure point
Good to hear like everyone you like the balance
Good to hear like everyone you like the balance
The following users liked this post:
DenisFerrari (12-29-2021)
The following users liked this post:
DenisFerrari (12-29-2021)
#617
My Feedback: (1)
I would have thought that Carf would have adjusted the bearers now that they are selling Electrons. I used blind nuts which were to wide so I removed one of the flanges on all 4 blind nuts to fit.
Stan
#618
We add a strip 6mm deep and 2mm wide to each side and then put a 1mm glass plate over the whole lot.
The kit has not updated yet because of the number of people still with Air retracts. Soon I guess.
The kit has not updated yet because of the number of people still with Air retracts. Soon I guess.
The following users liked this post:
DenisFerrari (12-29-2021)
#620
My Feedback: (54)
I’ve modified, which didn’t take much, my Viper and CARF Lightning with Air Behotec C50 retracts. My old Flash had C36 air retracts. IMHO.....I consider them to be the best air retracts on the market. I’ve heard good things about their electric retracts. I was glad when CARF didn’t use Airtech anymore. I liked his spoked wheels and his struts were good, but the retracts, especially the nose gear retract wouldn’t take much abuse when running off the runway into the rough.
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DenisFerrari (12-29-2021)
#622
What are flaps recommendations? Throws? And CG for maiden?
#623
My Feedback: (30)
Hi Sunny,
My controls surfaces are as follows.
Elevator for takeoff and landing +/- 35mm
Elevator during flight +/- 20mm
Aileron +13mm / -20mm
Rudder max throw you can get.
Take off flap 20 degrees (elevator down by 0.5mm measured at elevator root.)
Landing flap 85 degrees (elevator down by 2.5mm measured at elevator root.)
The CG is AFT of the wing tube. During test flight and subsequent flights, the CG was at the centre of the wing tube. The aircraft felt heavy especially during loops and required considerable elevator. Same was the case during landing, bit heavy and it was hard to flair the aircraft. After moving the CG just behind the wings tube, the aircraft feels light and flairs nicely on landings. I believe the CG can go further back but it is as per my flying style, I am happy with it.
Regards
Asif
Regards
Asif
My controls surfaces are as follows.
Elevator for takeoff and landing +/- 35mm
Elevator during flight +/- 20mm
Aileron +13mm / -20mm
Rudder max throw you can get.
Take off flap 20 degrees (elevator down by 0.5mm measured at elevator root.)
Landing flap 85 degrees (elevator down by 2.5mm measured at elevator root.)
The CG is AFT of the wing tube. During test flight and subsequent flights, the CG was at the centre of the wing tube. The aircraft felt heavy especially during loops and required considerable elevator. Same was the case during landing, bit heavy and it was hard to flair the aircraft. After moving the CG just behind the wings tube, the aircraft feels light and flairs nicely on landings. I believe the CG can go further back but it is as per my flying style, I am happy with it.
Regards
Asif
Regards
Asif
#624
Thank you my friend. That's a great help. Kit is here and I am building it now. Any pictures for equipment plates? Have you installed smoke? I am thinking to not to and build it lighter.
Rgrds,
Rgrds,