C-ARF Ultra Flash build Thread + Video
03-03-2014, 03:43 PM
#3901
My Feedback: (57)
Yes I've done them with and without the bypass, doesn't seem to make much difference either way. I would suggest using the one side of the carbon fiber engine cover, on the opposite side of the wing, just as a little added fire protection. It's easy to install and doesn't get in the way of anything. I don't want to start anything on here but I like landing with a little crow in the ailerons and a little less flaps. In that configuration you will land a little more nose up than with the Full Flap no crow configuration. You can deal with residual thrust with a very slightly higher nose.
Too bad about the smoke
. This plane is so fast it becomes a little dot quickly and the smoke really helps see it with 'big sky' maneuvers.
This plane handles heavy take-off weight just fine on take-off flaps. With all that fuel I wouldn't be surprised if you get into the 10 minute range. The 180g will actually be more efficient at 1/2 throttle than a smaller engine at full throttle.
Once airborne the UF flies like it is on greased rails. Very stable. The only trick is getting set at the right speed for landing. Too fast and you bounce. But be very careful with too slow at low power. It will snap on you. I lost one at a jet rally to that snap. There were three guys on the runway and I was trying to 'milk' my final until they cleared. Bad Idea
, a little more power and I'd have been OK.
You will love this plane, have fun!!
Too bad about the smoke
. This plane is so fast it becomes a little dot quickly and the smoke really helps see it with 'big sky' maneuvers. This plane handles heavy take-off weight just fine on take-off flaps. With all that fuel I wouldn't be surprised if you get into the 10 minute range. The 180g will actually be more efficient at 1/2 throttle than a smaller engine at full throttle.
Once airborne the UF flies like it is on greased rails. Very stable. The only trick is getting set at the right speed for landing. Too fast and you bounce. But be very careful with too slow at low power. It will snap on you. I lost one at a jet rally to that snap. There were three guys on the runway and I was trying to 'milk' my final until they cleared. Bad Idea
, a little more power and I'd have been OK.You will love this plane, have fun!!
03-03-2014, 10:48 PM
#3908
Join Date: Feb 2004
Location: London, UNITED KINGDOM
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
Great to hear you are all done,
Mine not yet, been busy at work and home. Still finalizing Fuse, wing will start soon.
let me know when you are at PMC,
Regards
Omer
03-04-2014, 05:16 AM
#3909
Join Date: Apr 2013
Location: holland, NETHERLANDS
Posts: 474
Likes: 0
Received 0 Likes
on
0 Posts
BlueBus,
When you got the 180 installed, could you post an pic. of the install?
Specially the bit where the tail cone of the turbine goes in to the bell mouth / pipe, cause i was wondering if there is enough room to place the 180.
Seems the 180 has an longer tail cone as the 140, and the whole engine is longer in total then the 140, i was wondering if it would not end up sticking in the pipe?
So when installed is the gap between tail cone and pipe still present?
Cheers,
Ed
When you got the 180 installed, could you post an pic. of the install?
Specially the bit where the tail cone of the turbine goes in to the bell mouth / pipe, cause i was wondering if there is enough room to place the 180.
Seems the 180 has an longer tail cone as the 140, and the whole engine is longer in total then the 140, i was wondering if it would not end up sticking in the pipe?
So when installed is the gap between tail cone and pipe still present?
Cheers,
Ed
Last edited by Midas D.; 03-04-2014 at 05:18 AM.
03-05-2014, 04:34 AM
#3910
Thread Starter
Dave Bugz just been in for a set up on his Blue Angles UF, JetCat P-140RX / JR DSX-9 JR 8411 servos (std set up) First start and run on his 140 was fautless, we are ready for a test flight in the near future.
Dw
Dw
03-05-2014, 07:24 AM
#3912
Join Date: Feb 2004
Location: London, UNITED KINGDOM
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
[QUOTE=Dave Wilshere;11751978]Dave Bugz just been in for a set up on his Blue Angles UF, JetCat P-140RX / JR DSX-9 JR 8411 servos (std set up) First start and run on his 140 was fautless, we are ready for a test flight in the near future.
Dw
QUOTE]
Nice one Dave, Looking good.
Omer
Dw
QUOTE]
Nice one Dave, Looking good.
Omer
03-05-2014, 09:28 AM
#3914
Quick question, is the Flash more than likely to snap at slow speeds with crow input and flap or just with flap?
Hopefully I will be getting one soon as i'm drawling over it right now so i have been reading this really long threat for a few weeks haha
Hopefully I will be getting one soon as i'm drawling over it right now so i have been reading this really long threat for a few weeks haha
03-05-2014, 09:59 AM
#3915
Thread Starter
Depends how much you are pulling on the stick! Wind/Air conditions must have the biggest affect, there are an awful lot of UF flying here and I have ever seen one "snap" I've seen plenty of botched landings and just in my local club there is a wide range of experience flying off a 300' grass strip surrounded by ploughed field-you have to land on the strip, one guy had only flown Boomerangs before his UF, he's had no issues, plenty of others too.
It would be interesting to here AUW figures, conditions (height and hot air I can see making a difference) But we are talking about an aeroplane that has sold hundreds and hundreds World wide and I can assure you if there was a problem it would be well known. I watched people cartwheel KingCat's at FJ, so anything is possible!
An answer...a tiny bit of CROW might delay things, Dave's UF I set up today at his request I added 3mm CROW, just because he had a Classic Flash with our CROW set-up and he's used to a slightly nose high sit on approach.
Dw
It would be interesting to here AUW figures, conditions (height and hot air I can see making a difference) But we are talking about an aeroplane that has sold hundreds and hundreds World wide and I can assure you if there was a problem it would be well known. I watched people cartwheel KingCat's at FJ, so anything is possible!
An answer...a tiny bit of CROW might delay things, Dave's UF I set up today at his request I added 3mm CROW, just because he had a Classic Flash with our CROW set-up and he's used to a slightly nose high sit on approach.
Dw
03-05-2014, 10:33 AM
#3916
Senior Member
Join Date: Mar 2009
Location: London, , UNITED KINGDOM
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the comments, blimey I didn't realise how scary I look, I thought I had more hair.
Stevie flying warbirds this weekend, hope fully two weekends time at long Marston.
Thanks to Dave for the final set up, I really enjoyed the "build" not sure what I am going to do now in the evenings .? went together really well. I gave it a good polish and she shines like a new penny, can't wait to fly her.
Yes I did ask Dave to add a bit of CROW, I think it's a bit psychological as I loved the way the Classic handled when on finals, time will tell.
Stevie flying warbirds this weekend, hope fully two weekends time at long Marston.
Thanks to Dave for the final set up, I really enjoyed the "build" not sure what I am going to do now in the evenings .? went together really well. I gave it a good polish and she shines like a new penny, can't wait to fly her.
Yes I did ask Dave to add a bit of CROW, I think it's a bit psychological as I loved the way the Classic handled when on finals, time will tell.
03-05-2014, 10:38 AM
#3917
My Feedback: (19)
Hello Guys, I posted a want ad in the classified section for some Ultra falsh parts .I need one Behotec retract (C36-2) and also an AirTec style main gear strut (1) for my Ultra flash. I posted pictures of what I need if anyone has anything used or new . Thank You, Jack.
03-05-2014, 06:19 PM
#3920
My Feedback: (57)
Ultra Flash, K180G
BlueBus,
When you got the 180 installed, could you post an pic. of the install?
Specially the bit where the tail cone of the turbine goes in to the bell mouth / pipe, cause i was wondering if there is enough room to place the 180.
Seems the 180 has an longer tail cone as the 140, and the whole engine is longer in total then the 140, i was wondering if it would not end up sticking in the pipe?
So when installed is the gap between tail cone and pipe still present?
Cheers,
Ed
When you got the 180 installed, could you post an pic. of the install?
Specially the bit where the tail cone of the turbine goes in to the bell mouth / pipe, cause i was wondering if there is enough room to place the 180.
Seems the 180 has an longer tail cone as the 140, and the whole engine is longer in total then the 140, i was wondering if it would not end up sticking in the pipe?
So when installed is the gap between tail cone and pipe still present?
Cheers,
Ed
Jay
03-05-2014, 10:25 PM
#3921
Join Date: Apr 2013
Location: holland, NETHERLANDS
Posts: 474
Likes: 0
Received 0 Likes
on
0 Posts
Hi Jay,
That looks brilliant, my finger is shivering above the "send order" button on my laptop
Just have to have an little patience here and see what she does with the 140 in it. With a bit of luck i will maiden today or to morrow. I'm charging the battery's as we speak and i'm gona pack everything and set off to the field today. Let's hope the field is dry enough………
Got to hear and see your flight report before i push the button. Then my 140 goes in the new project and the 180 in the Flash
I read in between the line's your an bit concerned about AUW, just had mine on the scale and it ends up dry +/- 12 kg (24lb) with full UAT and 1/3 in the main tank.
Got the heavy as F…. powerbox smoke setup in there and the sadles. The way i understood she should handle the weight no problem.She will end up wet (fuel and smoke oil) on about 15kg (30lb) witch sounds a bit scary to me, but what i understood no problem…….
So i would never ditch the wing tank, i guess you need the extra fuel cause the 180 seems thirsty…..
And what's the weight save on the total if you ditch it?? almost nothing if it comes up to AUW, Wing Tank will be empty on landing.
But just my 2 cents.
Do i or do you got the Nasa inlets on the bottom the wrong way around
Keeping my fingers crossed for this afternoon.
Cheers,
Ed
That looks brilliant, my finger is shivering above the "send order" button on my laptop
Just have to have an little patience here and see what she does with the 140 in it. With a bit of luck i will maiden today or to morrow. I'm charging the battery's as we speak and i'm gona pack everything and set off to the field today. Let's hope the field is dry enough………
Got to hear and see your flight report before i push the button. Then my 140 goes in the new project and the 180 in the Flash
I read in between the line's your an bit concerned about AUW, just had mine on the scale and it ends up dry +/- 12 kg (24lb) with full UAT and 1/3 in the main tank.
Got the heavy as F…. powerbox smoke setup in there and the sadles. The way i understood she should handle the weight no problem.She will end up wet (fuel and smoke oil) on about 15kg (30lb) witch sounds a bit scary to me, but what i understood no problem…….
So i would never ditch the wing tank, i guess you need the extra fuel cause the 180 seems thirsty…..
And what's the weight save on the total if you ditch it?? almost nothing if it comes up to AUW, Wing Tank will be empty on landing.
But just my 2 cents.
Do i or do you got the Nasa inlets on the bottom the wrong way around
Keeping my fingers crossed for this afternoon.
Cheers,
Ed
Last edited by Midas D.; 03-05-2014 at 10:44 PM.
03-05-2014, 11:37 PM
#3922
Thread Starter
You got me curious, so I've done a quick dry fit. It appears to be a non-issue. It slid right into place, & it appears that if you snug the K180G up to the front eng-mount former (not the way it is in this pic) there will be approximately 1/4 to 1/2" space between the rear of turbine & SS pipe. I may even eliminate the removable FiberGlass inlet-transition piece & the wing tank to save weight, but haven't made up my mind yet.
Jay
Jay
Bit tight unless KT have a much smaller gap than everything else, lots of lost thrust and possible heat. Would think 3/4" is minimum I'd be happy with.
Ducts are back to front, but it could be a square hole in this instance, we only put them there to allow air in to the fuselage to replace what's being dragged out the pipe.
Dave
03-06-2014, 12:26 AM
#3923
03-06-2014, 05:48 AM
#3924
My Feedback: (57)
Good luck Ed, you will love it! I purchased this from a local guy that had 3 flights on it & didn't like it. Turns out he used standard servo arms on the flaps so he was only getting about 30 degrees & couldn't slow her down..lol. Guess he cut the naca holes backwards also (good eyes, I missed that). I only bought the K180G because I had a P100 that I put in the classifieds (for what I paid for it) & someone bought it. So when purchasing a new one I figured get the 180 so I'll own something that can power a bigger bird incase I run across something I can't resist
If I would have had a 140 sized turbine, I would have never upgraded. I'm actually not looking for a speed demon. P100 worked & makes for a lightweight setup, but it lacked vertical & TO/GA authority. I like hitting the thrust stick & seeing an immediate authoritative response. I'll probably keep the wing tank, but filled with fuel it is 2.5lbs of weight on TO, so if I immediately lost my engine I think 2.5lbs would make a bit of a difference. I want to balance it so I have enough fuel for about 6-7 minutes with reserve for 2 GA's, so I guess the wing tank will stay. Ed, your weight is pretty close to what mine was with the P100, so it should fly nice & light!
My plan for the re-maiden is to TO, trim her out (which she should already be), then approach after approach & if I can't get her slowed by the 7 minute mark I'll end my last approach by shutting the turbine on short final & gliding in, but I really don't see that being the case. I was able to turn my idle rpm down from 35000 to 33000, but had to increase the spool down delay so the K180 wouldn't overshoot the target rpm.
Dave, Thanks for the 3/4 inch info, what would you say was optimal? & just to be clear, we are talking most rear part of turbine exhaust cone to start of SS pipe, right? I'll get the saddle tanks installed, then see how much I can extend the turbine-mounting rail forward of the former to get the gap perfect.
If I would have had a 140 sized turbine, I would have never upgraded. I'm actually not looking for a speed demon. P100 worked & makes for a lightweight setup, but it lacked vertical & TO/GA authority. I like hitting the thrust stick & seeing an immediate authoritative response. I'll probably keep the wing tank, but filled with fuel it is 2.5lbs of weight on TO, so if I immediately lost my engine I think 2.5lbs would make a bit of a difference. I want to balance it so I have enough fuel for about 6-7 minutes with reserve for 2 GA's, so I guess the wing tank will stay. Ed, your weight is pretty close to what mine was with the P100, so it should fly nice & light!My plan for the re-maiden is to TO, trim her out (which she should already be), then approach after approach & if I can't get her slowed by the 7 minute mark I'll end my last approach by shutting the turbine on short final & gliding in, but I really don't see that being the case. I was able to turn my idle rpm down from 35000 to 33000, but had to increase the spool down delay so the K180 wouldn't overshoot the target rpm.
Dave, Thanks for the 3/4 inch info, what would you say was optimal? & just to be clear, we are talking most rear part of turbine exhaust cone to start of SS pipe, right? I'll get the saddle tanks installed, then see how much I can extend the turbine-mounting rail forward of the former to get the gap perfect.
Last edited by BlueBus320; 03-06-2014 at 06:01 AM.