Nice videos, keep it up. I would just suggest running the oil from the turbo's, if possible, through the your added oil cooler. That is likely were a lot of the heat in the oil is being added.
From your scavenge pump to the 2 90 degree fittings is not good. In the hydraulics industry the rule of thumb is 10 each 90 degree (right angle) fittings are a plug. you would be far better off putting a bent tube 90 on the two hoses and connecting them with a flared coupling. Much better flow characteristics.
Here is a thought. Forgive me if it has been mentioned before. When the ambient air temps climb back to 100°F or better, if you run into cooling issues again, consider an exhaust augmentor tube as used on Cessna 310's. It uses exhaust flow to scavange heat out of the cowling. Keep up the great work!!!
The elevator trim motor setup with Garmin is a bit tricky. If the pitch servo is not powered, the input and the output of the trim motor pins are simply bridged, so the incoming end needs to supply enough power to drive the motor directly. If you are using a Garmin GAD27, it will make the power. However if you are driving the trim switch directly from the yoke switch then the power needs to come from there. In a second mode, when the pitch servo has power, the servo generates the power for the trim motor itself but only up to 1A. It is made for Ray Allen trim motors that only take half an amp. Maybe your trim motor uses a lot more power (it is giant compared to a Ray Allen one) and the Garmin pitch servo can't make that power.
I don't know if you're familiar with high performance sailplanes, but they have cut down drag to a minimum. They seal the wings from the fuselage as you did. So---good job!
Nice work Peter. Glad to see an oil cooler in the mix now; even the steam driven Continental/Lycomings have those tucked away somewhere (included the water cooled variants). It would be interesting to see if there is any difference in cooling performance between redrive return and normal oil feed, but not sure if the plumbing would make that change worth the inquisition. Good to see the Raptor bouncing around comfortably in the conditions; I played the footage back at different rates and didn’t notice anything that resembled oscillations etc. Nice positive stability in all axes. Keep doing what you’re doing as it seems to be working! Onward and upwards, and greetings from Oz!
Excellent!! I was hoping you'd put some oil cooling of some sort in the machine and I'm so happy that you have. I'm looking forward to seeing what the improvement was. I'm not an expert engineer but my concern was for the hot & high climb perf, gear stuck down. Also, I'll happily watch a 30 minute + long video from you. I've waited 6 years to see this lovely aircraft fly and been in awe of your work, dedication and perseverance! Bravo my friend. This bird will definitely make its mark in general aviation. I look forward to your updates, as always.
glad to see stability in take off!! good to know it can handle cross winds!, good pilot also!! glad to see oil cooler working to keep temps lower!! what else is left to fix? looks good all around!! 1,00,000 atttabits today!!!! Excellent work, thought, and processes!!! glad to see redrive had no oil leaks as well!!! looking marvelous!!!! keep up the great work buddy!!!
This is fascinating to watch Peter. Keep plugging away at the issues, you're doing great. The landing was perfect man. Can't wait until the next video.
Hay Peter. Nice to see an other flight extending the flight envelope. Did you consider the possibility of oil foaming as a result of the oil return pump?
This is great news on fixing the oil leak and getting some relief on oil temps. With out adding a lot more weight. I think your poised to expand the climb and curise speed envelope. Is there a way to add some winglets to your canards to see if that helps with the vortex coming off of it?
So, looking at the telltale off the foreplane, it looks like there is a pretty significant interaction between that vortex and the main wing. Any thoughts about setting the main wing a tad bit lower on the production aircraft to have that vortex clear above the wing?
This aircraft has had to cost gobs of money! I applaud you, some of the early flights were less than optimal and must had a pucker effect. This airplane has had to exceed my total net worth. Including my kitfox model IV classic. Nice landing.
Nice landing Peter. Impressive landing particularly under the conditions. Good progress. I know some of the (rapidly dimishing and disappearing into their ratholes) haters were squirming in the past, but that's all seemed to have gone away. One guy suggested using a solid pipe in lieu of the two 90 degree fittings - that can be dealt with later of course!
great vid as ever Pete, personally i don't care how long you make the vids, its all worth while watching, any case if my little brain does wonder i can always just enjoy the scenery, how can any body not enjoy and give a thumbs down is beyond me, obviously their brains don't work like ours pleased to see a tell tail off the foreplane (just noticed the subtitles call it floor plane) interesting to see the vortex, wow, pretty big, i guess as it passes under/over the main wing it must correct itself, but great to see that it will be interesting at later date to see how a chase plane compares with the turbulence you experience, but for now definitely builds on the handling stats in various conditions, i think you have a sweet bird there and the engine is doing well
Nice Looking Flight Like the upgrades as well I am looking forward to the additional data video with the engine info. Now for my usually suggestions. 1. I would def look to move the oil cooler loop into the feed/higher pressure side assuming its rated for the normal pressures you see on that side My reasoning for that is that while you are getting ample flow from the redrive there should be a higher and more consistent flow volume from the high pressure as opposed to scavange/return side. This should in theory reduce overall oil temp and give you the largest gain from the oil cooler. 2. The Static issues need to be solved before validating v speeds there are several pitot systems that have static ports integrated that could be a solution, the baggage/parachute compartment might be an acceptable solution now that you sealed off the engine bay since it should be less succeptible to airflow pressure gradients but that is also dependent on the nose sealing and i know that you have concerns about that. 3. I belive there was some CFD modeling done early in the project and while the final aircraft might have deviated from that a bit there may be some value to looking over that old data to find possible locations to tuff and potentially find a stagnation point on the airframe. My guess is something on the side-body is going to be your best option the belly will most likley always be a bad choice since from what you have posted on the design of the aircraft it has some lift generation tendencies from the fuselage and you are bound to have pressure graduations as AOA changes. Plus not having to add another drag surface should improve your overall performance long term. 4. Assuming you get good benefit from the updates from item one it would probably be a good time to start doing envelope expansion testing. I.e. Higher wing loading additional fuel loads simulated passenger loads etc. 5. Item 4 will allow for additional testing of the oil fuel cooling loop. I am not sure how you ran that setup I vaguely rememeber a micro controller setup but the fuel heat exchanger should do wonders for keeping the temps in check during ground ops where most pilots would expect to have a non trivial amount of fuel in the tanks and for preventing fuel gelling when you transition to high altitude testing. Oh and i would not worry about people running into a pointy probe on the nose pretty much every traditional airplane has several pointy bits on the nose you could always put some nice little warning decals but i suspect a nice remove before flight flag should be enough to discourage people from running into it.
I would still like to see a nose pitot static system. Either a blade type or straight up on the nose. Cheers Peter your perseverance always amazes me. Is it time to move to California yet?
Always impressed by the perseverance and obvious pleasure in overcoming the teething troubles and frustrations this guy experiences and displays. All to bring to the world a thing of beauty. Our young people could do worse than watch and learn from this project. Hard work rewarded, and engineering demonstrated.
Different wing tips work to reduce vorticies. I remember one which looked like 3 feathers on the tip of the wing, it reduced the vortex to almost nothing. Even a simple horner tip (they're ugly, though) helps with vortex reduction. It wouldn't hurt to look into the different types of wing tips for your -duck- canard.
enjoyed the vid and flight as usual, with the gusts you were experiencing you made a really good landing, this flight i had no air sickness at all, mind you i did have my eyes closed the whole time, lol anyhoo ,will the power reserve you have, will it be adequate for the extra weight of passenger plus luggage ?
I still believe you need a nicer wing tip on the cannard. And a small plate fencing the elevator tip. Also, it has a mild case of Dutch Roll. If you look closely at the wing in turbulence, always slides back when wing goes up, and slides forward when it goes down. I recommend increasing the rudders surface by adding some aluminum plates to the trailing edge. Simple fix all around. I would like to send you some drawings. How can I do it?
they better seem envious people than trolls, always pointing problems and never pointing to the progress that Peter is striving to obtain, geez it's a prototype! One thing after another and everything will be sorted.
Did I get that bit at the beginning right? You just now added structure to keep engine compartment air from flowing into the baggage area. Is that where the air was always intended to go? You might have done it on purpose so as to have early warning of smoke and fire if such erupted in the vicinity of the engine. Great idea! I mean balancing the choice between sensing a fire and continuing to breath and see. And just now adding a barrier between the engine compartment and the wings. Again, nothing untoward could happen with heat getting pumped into the wings should a fire break out. I’m glad confidence in the fly ability is up and the cooling problems are coming to heal. All great. But what other parts are missing?
It may be a little late for this... but, I would;d like to suggest that you improve stall characteristics by using a wing double-foil plan like on the Cirrus.
If you still plan to take the raptor to California desert where winter temps will be higher than Valdosta, recommend you rearrange the oil cooler to remove heat from the drain line after the redrive to the feed line for the redrive pump. Otherwise, the redrive and its pump will experience the hottest oil temps in the entire oiling system, which will not be good for longevity. A temp gauge on the various oil lines can validate the temps to find the best plan to put the oil cooler in the system.
