Shrink the wing further? ? ? Said no one ever building an airplane of this type. No airplane design gets lighter as you start trying to build it. This size airplane grams will matter.
"Said no one ever building..." I love that

. You are 100% right, that the challenge for a plane that size is not only weight, but in addition, where it is. Getting the CoG right proved almost impossible.
Unlike the Raptor, I am keeping track of every single item in the aircraft. I based the weight values on similar but larger aircraft (for instance the Silence Twister which is of similar construction), so it already contains some margins. Then I substituted these values by calculated ones, as soon as I had/have them available.
From my composite building experience I know that by now I manage to get very accurate, but I add 20% to the calculated value to be on the safe side. For the boat "Girl #4" (an ultralight 14 footer) that I am building for myself at the moment, I calculated the last plate I laminated at 2380g (excl. margin) and happened to arrive at 2430g. All parts have been within 5%, although hand laminated, so "that's fine for me"

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The wing is really tiny, still it has a loading of only 75kg/m² (1780lb/ft²). This is a good value for something cruising at 120kt, but for a jet you would normally rather go for 100-120kg/m². My aerodynamicist/testpilot keeps me at staying with the large wing, rest assured, and I don't question him. Only checking every angle.
Remember that these are polars of a 2-D airfoil. The results with a 3-D wing will be different. Smoother with not as many sudden jumps in the curve. And also remember it is a simulation, not reality.
The wing layout was started with support of the aerodynamicist who invented the profiles. He has proven the polars in a windtunnel (together with Mr. Eppler, if I remember correctly?), so these are quite trustworthy as I know the correction values to be applied. He also gave me the advice for the geometric and angular washout in the tip.
Then I optimized the wing with vortex lattice method computation (I know it's not perfect) and prooved the results with CFD. This was done with the oversight of the second aerodynamicist, who is the one participating part time in the project. He has worked on a short haul airliner, so I hope he knows what he is doing

. He also happens to be the test pilot, with experience in fighter jets and B777 / B767. Meaning he has some good arguments for prooving it with a sceptical eye.
I already learned my lessons the hard way with my second boat, where all CFD proved to be wrong and the drivetrain went broken within single hours. Since then, I learned a lot on how to get real life values and not trust what CFD tells you. Still, CFD is very good for visualization of potential problems. Interestingly, the drivetrain suffered from almost the same problems as the Raptor

. The second generation worked perfect ever since.