smittymgs

My Feedback: (9)

Ok doesn’t sound like my weight is out of line, looking forward to getting it in the air

Agrav8ed

Mine is 32.17lbs with a Swiwin 160, kingtech smoke pump, 3100mah ecu battery, two 2550mah flight batts, a 1300 mah pack for navigation lights, electron retracts with GS200 gyro controller, smoothflite gyro, two full uat's (a 150cc for fuel and 100cc for smoke) and about an inch of fuel in the main tank.
Tone

Dansy

My Feedback: (53)

My T-1 is 31lbs, earlier version, with smoke, k140, 2 uat’s, electron gear w/LG15, CTU, 2x RX 3200 Li-ion, 1x 2100 for smoke, and one 3s life 2100 for the ecu.

bodywerks

My Feedback: (4)

is that take off weight?

Len Todd

I think the OEM wiring harness is ~1/2 pound heavier that it needs to be. I have about 14" of wing harness extra on each side. My two Rxer batteries are hardcase and 4000 mah 50C and I have a lot of battery on the lights. I also have a lot of heavy spiral wire protection. Using superlight snakeskin on the OEM Harness is next to impossible. I have the entire fuse from the tank back covered with aluminum tape. But even with all the above extra weight out, 32#s with a 160 would be a gift. Compared to my UltraFalsh, the T-1s wings are very heavy. But the T-1 sure flies and lands nicer than the UF.

bodywerks

My Feedback: (4)

Wow! That's 2lbs heavier than the 2M Rebel is at take off weight! 24lbs, 0 oz's dry weight with the same exact turbine you have. And these jets are roughly the same size. How is the T-1 6+lbs heavier???

bodywerks

My Feedback: (4)

Sounds like your UF isn't set up right. You're the first person I've heard that thinks the UF doesn't land well, or fly well. We have a guy at our club that is trying to get his turbine waiver on a UF. A retired doctor. First and second flights, uneventful, and greased it in both times. And he's just an average, everyday pilot.

Dansy

My Feedback: (53)

Not because it’s lighter it’s better......this is not a 3D plane and mise is a 2017 edition....they change quite a bit since. It flys very well.

Len Todd

The UF has snapped on me 9 times. However, last fall I could fly and land it just fine. Bank and yank works well. Also, getting it to slow down with a P-140 in it was a learning curve in itself. It carries a lot of energy on idle and it is a slippery design. For me personally, I think the transition from a Sprint to the UF was a huge leap. The T-1 would have been a much better choice for that transition! I also was transitioning out of 3D giants, which tolerate a lot of rudder. The UF does not like rudder when flying slow.

As far as the setup, Jim Hiller flew it with me last year and he seemed to think it was setup O.K. Also, I have compared it to several other UF setups and mine is right in there with the others. Over the years, I frogged around with several CG changes. But after the 9 snaps, I am still not anywhere near as comfortable with it as I am with the T-1. The good thing is; both planes are still in one piece after 17 hrs on the UF and 14 on the T-1.(knock on wood!) So something must be going right.

Also having a set of E-Brakes that works helps a lot on some of these short runways. My home field is 3800' and 800' used to make me nervous with the UF. With Jim Hiller's training and a LGC 15, now I can get it down and stopped in about 400'. I went through 4 different brake controllers on the UF until I got one that finally works well. My last couple UF fights last year focused on stalls and recovery with that plane. We'll see how I feel about it after a few flights with it this year.

IMO the T-1's extra weight is in the wings. The whole plane is built like a brick. My UF is 24#s and is much smaller. But the UF's full wing weight is about the same as a T-1's half wing. The T-1 makes a great jet trainer. Flies slow and it will go fast too. Bottom Line: I am much happier with the T-1 than the UF, and I fly both of them a lot.

bodywerks

My Feedback: (4)

good to hear you still have it. I agree on the lg15 controller. It's all I use anymore.

bodywerks

My Feedback: (4)

agree about that, but it's harder to get a good thrust/ weight ratio the heavier the airframe is. My little rebel HOT is 16lbs at take off. Heavier than the guys putting 45n turbines, but my 85n turbine pushes it around nicely, to say the least, and it flies phenomenal.

Dansy

My Feedback: (53)

[QUOTE=bodywerks;12604726]agree about that, but it's harder to get a good thrust/ weight ratio the heavier the airframe is. My little rebel HOT is 16lbs at take off. Heavier than the guys putting 45n turbines, but my 85n turbine pushes it around nicely, to say the least, and it flies phenomenal.[/QUOTE

I pretty sure that the T-1 and Mini T-1 are better then the Rebel.... the reason I’m on the T-1 Tread......

Len Todd

Today I flew the T-1 several times. I was initially focused on flying it as slowly as possible through my usual routine of loops, rolls, 8s, verticals, etc. kind of looking for points where it snaps and/or stalls, etc. I also was checking for a nose heavy condition because I have two large batteries in the nose. I think I am going to either put it on a diet (smaller/lighter batteries) or move one or both of the batteries back a bit. It does act a little more nose heavy than I like when inverted. It never really bothered me before because I had not inverted it for long periods much. I would like to get more comfortable flying inverted for longer time periods, etc. Probably will put it on the bench and load cells and see what happens when I move a few things around a bit.

MarkF

It will be 3 months this month since I ordered mine and I'm really looking forward to getting it. But mine wont be turbine

camss69

My Feedback: (46)

June 4th will be 7 months for me....

MarkF

Any word when yours might be ready?

bodywerks

My Feedback: (4)

what's the draw toward powering a jet designed around a turbine with a powerplant that produces less thrust, less speed, and less than half the flight time?

MarkF

Well you assume a lot. Iv'e been doing some testing and I get almost 40 lbs of thrust on the bench. I hope that translate into maybe 34 in the jet. My efflux will be around 300 mph. I hope that gets me close to 200 mph in the air. Oh and 10,000 mah packs on board so maybe 6 to 8 minutes flight time. This jet has already been converted to electric with a system that has 30% less power than mine and it fly's great. I have all the parts needed here in my garage to do the conversion. Just need the jet to get here.

Desertlakesflying

My Feedback: (28)

The small T-1 I saw at Coachella looked anemic at best on electric.

bodywerks

My Feedback: (4)

I made an educated guess, in that I converted a 100cc aircraft to electric once(cost twice what a da100 would) and I flew edf for a couple years, even waisted $700 to make a foamy fly a whopping 20mph faster.
I have to assume 14s? So a single power pack must be, what, $500? And powerplant has to be well over a grand, probly $1500?
You're right, I'm assuming. I just can't justify not running a turbine unless you're in a club that doesn't allow them.

bodywerks

My Feedback: (4)

I remember them hacking a metric crapton of holes into it to try to keep the fan from cavitating. They pretty much ran out of places to cut holes and ultimately just reduced power output from the fan.

Digital Pilot

That was a project that Brent built. His field does not allow turbine and he loves the T-1. We did cut some slots in the canopy and some in the belly right before the fan for more air. It only had a 12s setup in it with a 120 fan.
It has since been upgraded to a 14s setup and has not been flown yet. Once we got the air it needed it flew very nice and smooth but was under powered. Hope the 14s and high C rated packs bring it alive..

Jeff

MarkF

14s will only get you so far. But I don't want to derail this thread anymore. When I get mine up and running, I will post my results.

Len Todd

While the power to weight ratio may calculate fine, the T-1 is not a "slippery" design. To convert to EDF, I would think you need to consider the aerodynamics too. I would think you would have to be constantly hard on the throttle to keep it flying. I mean that; it may very well NOT be like flying a foamy EDF where you can conserve throttle. However, it will fly slow w/o stalling, … up to a point. I can get a nice stall going. It will even snap a bit when inverted and in a stall.

camss69

My Feedback: (46)

I sent Dirk an email, sounds like they are still unable to ship via EMS which uses extra cargo on passenger flights from what I understand. They looked into UPS but it was $700-$1000 for each plane. They’ve also looked into a container via boat but so far have not done it due to the length of time it would take. (At this point I say put them on the boat if that’s an option). Sounds like for now they intend to wait another couple weeks and see what happens.