Peter, Understanding you need to insure the powerplant can cool properly you need to do two things. First, do us all a favor and get some altitude. All test flying should be done higher which is at least 7,000' AGL (give yourself some options). Second, it is long overdue you figure out the glide of this aircraft to enable a safe return to the the airport. Then work on power off (idle power) landings. This would be a more professional step in your flight testing. All that Auto pilot and fru-fru items can wait. I have let to see the aircraft land properly (with only idle power). I only have seen long bomber type approaches. Power-off approaches don't produce a lot of heat to the engine so I don't see any excuse. Fly safe! ;)
You took the words right out of my mouth ! I was up at 5 and 7 doing slow flight maneuvers once pressure and temps were settled. I don’t think Peter is satisfied with the temps yet but as we know altitude is your friend.
I don’t know if it was just my instructor or Canadian instructors, but I was taught to keep circuit altitude until I could power off and set my glide in... ensuring that I can make the runway. It scares me looking at the low approaches, it the engine coughs a bit.... your on the ground
Considering the state of that redrive and all of the mods to the cooling system, the final approaches need to be at least on the glide slope if not slightly high. If that redrive fails, the aircraft will not make the runway on a flat power on approach. Remember Murphy's law and give yourself an out.
That redrive certainly needs a thorough going over - I can see a couple of areas that need to be looked at: The oil blow-by on the o-ring; this could be a poor design, poor o-ring material choice, a manufacturing defect, individually or any combination of those (and probably a few more); The repeated issues with the belt skipping. Most commonly caused by belt incorrectly tensioned, shaft alignment issues, belt wheel "flap", incorrect belt material for the duty cycle; again individually or any combination. The trouble is with both issues is that they aren't showing up on the ground but in flight which makes it a real pain to see what's happening in real time without a whole pile of instrumentation :-( (Passing thought - could the belt tension be distorting the redrive? I've not looked at how the belt shaft is connected to the redrive so this might be a red herring).
@@bingosunnoon9341 That is correct, but zero will make it over the fence with all red from a mile out. Why put yourself under the deadman's curve when you don't have to.
Design from scratch, build from scratch, fly your own design, that’s the holy grail, unbelievable really, don’t listen to the haters, if you parked that thing tomorrow you’d have still achieved aeronautical greatness. Cheers and happy new year.
This project and its documentation is really fascinating. Must be really difficult to ignore all the advice you are getting. My working career involved heading up new projects for startups and there was no end to the advice I received from people who didn't have a clue.
Lots of good points to consider from the community, but also remember, they don't build statues to the critic. With that being said, if something isn't working, don't be emotionally attached to an idea that isn't working. No shame in taking a step back followed by two steps forward. Keep it up!
@@gpaull2 indeed the crowd has and does provide some good points. I’m sure he’ll take those into account. Very complex and complicated project with no clear roadmap ahead. I’m just praying for his continued safety and many blessings for his work. I can’t imagine what each one of these flights must feel like. As a maintenance test pilot in helicopters, there are times during the first few hours after heavy maintenance that makes you extremely uneasy. And that’s even flying with a proven design and power plant. He’s in uncharted waters. He’s come a long way though. Best of luck to the Raptor. Be smart, fly safe.
My observations on this flight, 1. You should def verify that you can overpower the AP on the ground before takeoff as part of the pre-takeoff checklist. (This is also one of the first steps in appendix A of the Garmin manual) 2. The delta with the ground speed and the indicated seems to match up with the 30 knot headwind you were flying into at that moment just by eye it looked to be about a 15 to 20 knot component based on the angle. 3. The trim up is basically the servo saying that it needs to have the stick forces trimmed out so that if the AP is disconnected you don't get a sudden nose down moment since the plane is out of trim, I do agree you need a little bit more gains but trimming out the forces should also help with the gains. I believe its also possible to drive the linear trim actuator from servo outputs so that the AP will auto trim out the stick forces instead of having to do it manually but that is really dependent on how you wired the avionics package that being said it is something that is supported by the g3x package. 4. As far as the oil drain on the redrive if you have a dry sump setup I forget how that is configured you could potentially use one of the suction inputs from the scavenging pump to pull oil from the redrive. (Saw the amendment at the end makes sense on the o-ring since that was already suspected to begin with.) 5. The cruise temps are looking much more stable and a reconfiguration of the cooling system in the future to separate the intercooler from the radiator air pathway plus fuel/oil cooling with full wings should make a big difference for climb cooling but we know that already. 6. Garmin has a configuration test plan for setting the gains in the G3X installation manual check Appendix A in the main G3X install manual its also available via Garmin's web site if you don't have it handy. 7. Might want to add a stronger spring for the redrive tensioner or add a but more tension if the new setup is adjustable which I assume it is. 8. Simulated Dead Stick landings def should get added to the top of your test cards to quantify the engine out handling and also so you are in a better position if you have some kind of failure the current approaches seem to shallow out and since they tend to be power on to an extent you might want to actually hold more altitude on the approach with a slightly steeper descent since you are getting 4 reds halfway down final some of that might be camera angle so it be interesting to hear your thoughts on the approach angle. 9. If you have the AP configured with auto-trim and you attempt to manually trim it will disconnect the AP(Added post edit since I just remembered this the day after) so you can disable auto trim so you can manually trim out the forces or you check why the AP is not actuating the trim servos I know you have an actuator for pitch trim at least.
Hi, what does 4 reds mean? I do see 4 red lights to the left of the runway when approaching. I assume this is a system checking your approach height. Can you tell more about it? I only know how to drive a car, so i'm just curious, thanks.
@@mikedeboer9033 There are several lighting systems that are designed to show you where you are on the glide path if you look at his approach to landing to the left of the runway there are 4 lights when he first starts the approach i belive he is on the appropriate glide path with two of the lights showing white and two showing red but as the approach continues they transition to all being red this indicates that he is below the expected glide path. For a better explanation look up PAPI and VASI lighting systems.
Been following developments with interest. I'm looking forward to when you can climb to safer altitudes to perform more flight control testing including power-on / power-off / turning stall tests etc. as well as establishing power-off glide performance etc.? I would think autopilot testing would be very secondary to completing testing of various flight attitudes / airspeeds. Fly safe.
I know some are passionate about advice based on the knowledge and expertise. I don't have that but I am an aviation enthusiast and I love these videos. Been watching for a while. I hope all continues to progress for you. I think the plane is awesome.
This is beyond impressive !!!!!!!!!!!!!! Now here is a perfect example of why its a good thing to be the designer, builder and test pilot !!!! Something goes wrong and you know EXACTLY what it is and how to fix it !!!!! No explanations, interpretations, explanations, delays etc etc !!!!!! My hats off to you Peter for a magnificent feet of engineering, craftsmanship and dedication !!!!!!!!!!!!!!!!!!
Peter - Thanks for the video , I watch these videos because i love the raptor, but honestly your determination on getting through the troubles is starting to be the main reason why i'm watching. Keep up the good work, keep inspiring us!
Is great to see she flew very calm to provide you a comfortable ride. Well done...and i am look forward to witness you having enjoyable and safe flights.
Have you considered adding a temperature sensor to your redrive to monitor the oil temperature? If something goes wrong in the redrive it will most likely show up in the form of heat just like any other gear box. The sensor would give you advance notice of an impending problem and will also let you know if the redrive is operating efficiently. Couple of days extra work maybe but the peace of mind it would give you would be well worth it. Cheers and good luck.
You really can't tell how bad the attitude pitches up and down by looking out of the front window because the cameras are mounted on the plane itself but if you look at the Horizontal Pitch & Roll indicator, you can see just how unstable it is in flight. Maybe there were some bad winds.At least I hope so.
I did notice around 15:40 that that some metalic/friction noise is there. Not sure if it is related to the belt slip. Was there significant fluid loss through the seal?
“Trim up” is the autopilot telling you to manually trim up to attain the altitude selected. It also tells me you do not have a three servo autopilot as many GFC autopilots have a dedicated servo to pitch trim. If you at 3,400’ and you had selected 3,500’ on the altitude select, the autopilot will display “trim up”. You should consider adding the dedicated pitch trim servo as the pitch trim messages will display. Best technique in your configuration is to climb to desired altitude, trim the aircraft for level flight and then engage the AFCS.
Also if your a/p disconnects with an actuation of your trim switch you most likely have a config issue as you’ll need pitch trim for pitch mode to work. With an a/p pitch trim servo it would be normal for AFCS to disengage when attempting to use pitch trim. Love the videos. Used to be stationed at Moody many years ago. Good luck..
The G3X talks to the pitch servo via the CAN bus and that servo has an output to control the motor of the pitch trim servo to correct any static pressure. The yellow TRIM UP/DOWN indication tells you that the autopilot is not able to control pitch and you should do manual trim if you have it. Could be two reasons: the trim motor is not connected correctly to the servo or the forces are too big.
I’m waiting with tension to see if the potential for additional tension in the tensioner relieves the tension in my swincter in response to the belt slip.
Loved the flight Peter, and thank you for posting! Flight 11 was eventful. That belt jump would have raised my Sphincter Factor to land as soon as practical. The 5 bladed prop is giving your propulsion system one hell of a work-out proving the torque of your system. All that ground testing paying off to know exactly what happened. I believe at this point I would establish Raptor's best rate of glide with a fathered idle prop. Five blades = Much more drag than two or three! I would want to have a good idea of exactly how far I can travel in a dead stick situation! Incredible work sir! Keep Whack-A-Mole-ing those Gremlins as they appear. Raptor to me keeps looking better and better! Best wishes. Happy New Year
I would have to agree after seeing the most recent video. Getting way too comfortable for test flights in an unproven design. No helmet anymore. “I can do whatever I want, it’s an experimental aircraft”, etc. 😳
Has Peter done basic handling test cards specifically including stalls but exploring the envelope? I might have missed them but don’t think they have been done so seems strange to be concentrating on the autopilot without the basic is being completed and completed at altitude. Maybe a sustained climb to these altitudes cannot be made yet due to overheating but then this would need to be solved for first
Peter is in the phase of comfortable testing without much exploration of the edges of Raptor's envelope performances. He has tested the speed where the canard stalls and drops the nose. Auto lift off of the Raptor is around 98 Knots IAS. Comfortable low degree angle of attack climb-out is about 120 ~ 130 Knots IAS at about 58% Power... He is testing buoyant midrange cruise performances utilizing high torque propeller settings, keeping his airspeed below 150 knots IAS. He is testing below 4,000 MSL determining lapse rate temperatures that he is familiar with and the temperature targets for the system. All this is great information proving the torque capabilities of the Audi 3L TDI Engine, Redrive and the 5 bladed Prop. Static Thrust (ST) Speaking... An air-prop with Five Blades grabs the air very solidly with high High and Low pitch settings configurations. This also equates to Thrust and Drag (T&D). Example: Going from a 2 blade air-propeller to a three blade is generally about 40% more Torque/ST/T&D increase. Going to a 4 blade from a 3 blade adds 21.4% T/ST/T&D in addition to that. Depending on the configuration of a 5 bladed prop, the increase of torque is about 6.65~12.5% T/ST/TD in linear addition. Odd numbered pitched props run smoother than their even numbered cousins... Knowledge of what's going on at the prop indicates to me that Peter is giving his propulsion system one hell of a workout as torque translates to heat! With propulsion it's all about the prop!!!
With all the unproven stuff on this plane, I would stay in gliding distance of the runway or do the tests over a field that is laudable. I am a glider pilot among other things, the higher you are the more options you have. It is also possible that you have a over pressure in the oil return. Not oil pressure internal housing air pressure. This can result if the ventilation system under size or restrictive.
There are a few good suggestions again here Peter on the posts. You know your drive system the best if your able to identify a belt slippage. One by one your getting there Peter so please be safe and Cheers. Fly safe.
Hello Peter, I too think I would be a lot happier with you going a bit higher, and come in to land higher. I I’ve never like see 3reds on landing. All in all love it. Cheers Wiz (Tassie.)
FYI: the technical name for the pieces of string taped on for the purpose of examining airflow over and around parts of the airplane is called: tuft(s) I continue to be excited to watch each posting. Curious: when are you planning to get Elliott and the other guy back, to do their testing?
Are you able to move the oil return fitting for the reed-drive higher up the engine block, would that improve the oil return flow and prevent excess oil buildup in the reed-drive? Or is there a unused connection on the oil scavenge pump that would improve oil clearing? Or are you able to reduce the oil flow into the reed-drive unit slightly? I know you have oring seals on the reed-drive housing but a thin smear of locktite 518 never goes astray. Happy flying and i appreciate the details in the videos. 👍
Gale Banks might help Peter with the engine tuning. If only to bounce ideas off of. Has this ever been suggested? With all the complexity of Peter’s engine setup: the compound turbos, inter cooler, engine temp management,... he might be able to help.
I could not see how deep the sump is, but I think the dash-10 inlet would work better if the oil can dump into the sump / pan above the running level of the oil contained therein, rather than with the inlet submerged .
OK call me (---slow---) after watching your videos for the past year + or -, but I have just read your literature on the Raptor. HOLY CRAP are you an innovator! Always on ice prevention, using no power. The list of things this aircraft can do & how it is done is incredible. I truly hope you go into production before I am too old to fly. Best regards & a Happy New Year Laddie
Somebody in the comments pointed out the potential of the prop driving the engine in low power descent . May I suggest getting rid of the tensioner and using an adjustable idler, with mechanical thread and lock mounting . I don't think the overall case expansion, with heat, will be as much problem as the spring load ( and unload ) .
@@rv6ejguy ,,, the reversal of tension from the pull / drive side of the belt to the slack side may be worse . Do you have an example of a belt of this quality not being able to tolerate my suggestion . Btw, you may be right, then again maybe no one has tried my solution .
@@rv6ejguy so, again, do you know of any examples of a belt of this quality running fixed in place pulleys . I actually know of one, and it gave less problems . I guess 99 plus percent has some kind of tensioner, but I'm still not convinced . Even if it was somewhat loose when cold, my, not original, idea, might have less problems on a prop overdrive of the engine in a reduced, particularly a sudden reduction in power .
Stopped by to visit on Sunday morning! We flew in on our way home from Florida to Canada. Too bad we missed you. Would have been cool to see the raptor in person and see your progress on all the systems.
@@rv6ejguy thank you, can he get a bigger one? I understand it may be a point of failure if oil and engine coolant mix. But there are “aircraft quality” oil to water(engine coolant) oil coolers.
Hey Peter how’s about you doing a cabin noise video showing you talking on a open mic in the cabin at cruise? I know how loud a 182 or an arrow is at altitude it would be an interesting video thanks, great work
Hay Peter. All the best wishes for 2021. Keep in mind you are a test pilot!! With all the responsebility's to your Family and the people on the ground. Take good care of your self. I am just an A/P with a ppl but the smallest indication of an issue with the drivebelt would having me to decide to land asap. All good fortune with this adventure.
Just a thought on the oil going into the re-drive, the crank case will have a positive pressure in it due to piston ring blow by and the re-drive has no positive pressure, so the oil will want to migrate up the oil line into the re-drive. A possible solution is to connect the crank case breather to the top of the re-drive to give it a positive pressure and allow the oil to drain, this would need to be full crank case pressure. I hope that helps if it is not an area you had thought of.
@@ik04 That makes things a bit worse :-( With negative pressure in the crankcase those seals shouldn't be blowing oil out - Flying Kub's idea might be a way forward, but could be a real pain to do.
A dry sump isn't oil free it has a scavenging pump that sucks the oil out of the sump up to a collector tank, that doesn't put the crankcase into negative pressure. The is always a natural over pressure in a crankcase, some aero engines actually use this to help scaveng the oil.
Peter I know it's totally off topic and knowing you, you'll eventually quantify this. But can you offer any general comment of your appreciation of the cabin noise level? Just wondering if it's a noticable difference compared to more traditional designs and I don't recall you mentioning it recently. Maybe with all that's been going on you're too distracted to notice.
enjoyed the flight, also glad of the warning when the belts slipped, a heart monitoring moment, lol thinking about weight in the nose cone for trim purpose, in previous vids, am i right to think you added nose weight for trim? if this is true why not take out the dead weight and fit larger coolers to the desired weight.
Those who are hating on this channel need to start watching videos posted here from the beginning. How can someone hate on such dedication and focus? Even if there weren't any results to show off, such focus deserves a salute! I started watching some videos of this series from beginning and quickly realised that it's too much work just WATCHING those videos. There is some constructive criticism which is nice but there r so many that never fail to post hateful comments on this channel. Every fucking update they watch and in the comments section vomit their hate. Why don't u guys just leave? Why watch every update if u see no prospects for this project? Many of these purebred haters are using fake ids!
Show me a more transparent experimental kit manufacturer. Any passenger who flies in an experimental aircraft knows the risks, a buyer definitely knows what he is getting into. In raptor's case the problem is that the buyer knows too much. Kudos to Peter for not hiding anything. If I am buying an experimental I will stick to this saying .. "better the devil I know than the god I don't"
@@pjjms then my original comment was not for you. Regarding him not following perfect plan, I believe perfect is the enemy of the good. Not to say everyone should do this, but not everyone needs to follow the perfect path to get to a perfect place. Anyone who has achieved anything significant will tell u that it wasn't the perfect path that took them there, it was the determination to walk and try any path that might take them there.
Like your progress. Just a thought on the belt skipping. Even though the engine is not at full power at cruise, the prop is near max pitch if I'm following correctly. Which means the torque load is highest then. So maybe less pitch would be better at cruise? Just a thought. I
If they decide to do Oshkosh, I'd be betting it's going to be more of an invite for certain press. News, youtuber, and bloggers kind of deal. I just want something, this year.
And the challenge will be whether there is sufficient differentiation between the competing products to make people choose the Raptor over a more established brand. Hopefully Peter can achieve this degree of differentiation to make it commercially successful
@@SnowAndrews Air-cooled engines tend to need bigger oil capacities than liquid cooled. But with a dry-sump one is into a very different game as frothing in the return lines can be a big problem.
@@18robsmith I believe that the V6 Audi Diesel with Dry (remote) Sump is an experimental aircraft REALITY, and NOT an anomaly either. (Maybe LESS SO in North America). Austrian aviation companies have deep experience in Water-cooled diesel, automotive-derived, engines, for aviation.
@@SnowAndrews Yup - the Austrians have a fair record in getting liquid cooled, dry-sumped areo-engines working very well, and I think they will only get better with time.
Read up on the reasons for 8 liters. This came from early engines that burned lots of oil. The requirement was to have enough oil to match the fuel capacity at high burn rates. Rather than make engines with varying oil capacities, they used the longest range plane it would be installed in. I just came across this in the last week. That Cherokee will run just fine with 5-6 qts. Rarely is full capacity used.
Peter, forgive the daft question but dont you have to calibrate the altimeter according to your current position above sea level?, just curious as to why the garmin displays your height incorrectly.
@@PeteZoot - maybe a pitot static in the nose would give him everything he needs. It won’t have any interference from and external sources. His little fighter jet configuration.
@Mindy Janis - yea I saw that video and if they are moving it on a Lancair aircraft just for a flap configuration change just trying to find a sweet spot in the Raptor is going to be time consuming to say the least!
I imagine, for a "Production Version", the 4 litre EA 898 V8 Audi TDI Diesel developed in Ingolstadt (?) & built in Hungary (?) at Audi Hungaria Motor Kft (?) might be the ideal choice.
@@SnowAndrews I thought the initial concept was to use a smaller Fiat engine as the "base" then migrate to the V6. But the development is being done using the V6, so the next logical step would be the V8 (boy do those things chuck out some power - a friend has one that's doing >600bhp "with a load more possible")
@@18robsmith You are better informed than I am. The TWO "Fiat" diesels both (the FPT (Fiat Powertrain Tech. - model families F1A and F1C) as used in Iveco Daily's & Fiat Ducato's, AND the VMs (Vancini and Martelli - VM Motori S.p.A) - as used, I believe, in "JEEP" & "RAM" branded products plus in various Chinese & South Korean light utility trucks) have an excellent reputation in Diesel Automotive application in Europe, Asia, & Asia-Pacifica, & The South-Pacific-Oceania regions. Another Topic: The Audi V8 TDI, has as a "FACTORY" spec, for LAND (Automotive) use ratings up to about 320 kW (about 429 hp) so should be capable of (with mods.) up to about 600 hp for "Climb-Out" without major concerns,
Excellent flight. Steady as a rock at altitude. Can you relax and enjoy the flight Peter or are you always looking about scanning for potential issues?
That thing hanging down under the wing seems to flex each time you make corrections in flight. I wonder if that has something to do with the bounce your getting in flight?
@@tcrossau yes it's certified but according to wikipedia the austro e4 is based on the Mercedes Benz om640 diesel. That being said this engine does definitely need more power. It's hard to say what's its currently making when it's not overheating but I'd guess it needs at least 30+% more at current take off weight if not a whole lot more if he wants a useful load beyond him and 60 ibs of gas
@@rv6ejguy My statement was "There's no reason for me to believe he won't fix these issues eventually." There's zero estimating there. I made it open-ended precisely because these issues could be fixed in five months or five years or five decades depending on the type of effort put into solving them. I'm simply giving the man benefit-of-the-doubt. Good day.
Hello - I have been watching this develop now for a while and was hoping to see this at Osh (pandemic permitting) later this year (2021) - I am looking for a new fast ship to build and I am considering my options right now. This looks very exciting however I have noticed that you have turned off comments for the latest upload - perhaps due to some of the negative comments from people but my concern is that you don't reply to people - perhaps you're too busy with the workload but as a prospective buyer are you able to offer any insight as to when this development will be ready for kit sales. I am looking to buy (order) my kit in the final quarter of this calendar and would like to understand if you think that your project is likely to be ready by then - can you please give me some feedback. Thank you Steve Allcock
Can allows go the route of the cirrus and put a drop chute on it I guess. Learning to fly, doing engine stall check list was the best. Instructors thought I was crazy, apparently most people hate doing stalls. Just cant imagine why? Maybe the Marines did something to me, like mentally?
The figures I got from the website was a max cruise of 285kts on 11GPH which would give a range with reserve of 2800nm and would take 10 hours. Economy settings would be 230kts on 7GPH which would give a range of 3700nm over 16 hours. At the moment both are way off because of the increased weight and the turbo issues, I suspect that the final performance won't be anywhere close to the design brief but, I hope, will be good enough to make this a capable Cross country cruiser. There's a lot of work to do yet though.
@@thomasaltruda I did say that this was the design brief and that I didn't think it would be achieved. I also said that he has engine and weight issues to contend with before the final performance would be known!
@@savethedeveloper No it does not overheat - he's just being very cautious and getting used to how the Raptor handles - remember he has almost the entire Raptor flight hours in his log. Those temperatures are well inside the normal temperature range for the Audi V6 TDi engine.
high speed introduces stresses to the airframe, for which you need a lot of altitude should some parts break from the stress. The question I am asking is whether Peter will ever decide to hire a test pilot....
@@davidr8309 When I watched the video in which the test pilots were assessing the preflight conditions, I would agree that they were a little bit sloppy with regard to the field not being right for testing. With Google satellite, anyone could have scoped the airport and made that determination without charging a ton of money. This does not excuse Peter for not finding another test pilot to perform the real stuff during which things can get out of control real quickly if you don't have experience. It's good to know that the Raptor is equipped with a parachute, but there's nothing like an experienced test pilot providing an airworthiness report.
@@rv6ejguy Those Audi V6 engines are designed to run at very much higher temperatures than many other engines. The thermostats (oil and water) are set to open at between 85 and 90C (some even higher than that!) and will reach that after a few minutes at idle almost irrespective of ambient temperature. The thermostat don't snap open, but are very progressive, and (certainly on the last one I drove) aren't fully open until the engine is at about 120C. This is very unlike many other engines where the thermostats are set at lower temperatures and open over a very small temperature range, in which case ultimate coolant/oil temperature is very much under the influence of ambient.
Yep! Those 5 blades are giving the propulsion system one hell of a workout! Proving fantastic information and eliminating the need for speed brakes and or flaps. Like having a parachute back there.
@@yukon4511 Not exactly. The BD5 has been tested and built by companies other than just BEDE. Its also available in Piston, Turboprop and pure Jet, the Raptor isn't. Outside of that, the only similarities I see is they both fly and have wings are pusher in design and sit on tractor style landing gear.
@@yukon4511 never provided a functional aircraft? How did all the Bud jets and silver bullets and the bd jet in James Bond get here? Someone delivered them. As for Raptor the jury is still out... two different aircraft and people.
Raptor has an engine and is flying. Raptor has a kit in development and A prototype is being flown. Very different than what supposedly took place ( I wasn’t here) so I can’t see any similarities to the BD5. All I see is Altirair, bd micro and others making and delivering bd 5 kits for customers and at least in bd micros case their kits have power plants.
Peter, Understanding you need to insure the powerplant can cool properly you need to do two things. First, do us all a favor and get some altitude. All test flying should be done higher which is at least 7,000' AGL (give yourself some options). Second, it is long overdue you figure out the glide of this aircraft to enable a safe return to the the airport. Then work on power off (idle power) landings. This would be a more professional step in your flight testing. All that Auto pilot and fru-fru items can wait. I have let to see the aircraft land properly (with only idle power). I only have seen long bomber type approaches. Power-off approaches don't produce a lot of heat to the engine so I don't see any excuse. Fly safe! ;)
You took the words right out of my mouth ! I was up at 5 and 7 doing slow flight maneuvers once pressure and temps were settled. I don’t think Peter is satisfied with the temps yet but as we know altitude is your friend.
I don’t know if it was just my instructor or Canadian instructors, but I was taught to keep circuit altitude until I could power off and set my glide in... ensuring that I can make the runway. It scares me looking at the low approaches, it the engine coughs a bit.... your on the ground
Considering the state of that redrive and all of the mods to the cooling system, the final approaches need to be at least on the glide slope if not slightly high. If that redrive fails, the aircraft will not make the runway on a flat power on approach. Remember Murphy's law and give yourself an out.
That redrive certainly needs a thorough going over - I can see a couple of areas that need to be looked at:
The oil blow-by on the o-ring; this could be a poor design, poor o-ring material choice, a manufacturing defect, individually or any combination of those (and probably a few more);
The repeated issues with the belt skipping. Most commonly caused by belt incorrectly tensioned, shaft alignment issues, belt wheel "flap", incorrect belt material for the duty cycle; again individually or any combination.
The trouble is with both issues is that they aren't showing up on the ground but in flight which makes it a real pain to see what's happening in real time without a whole pile of instrumentation :-(
(Passing thought - could the belt tension be distorting the redrive? I've not looked at how the belt shaft is connected to the redrive so this might be a red herring).
Very few airplanes will make the runway after experiencing power failure when established on the glide slope.
@@bingosunnoon9341 That is correct, but zero will make it over the fence with all red from a mile out. Why put yourself under the deadman's curve when you don't have to.
Design from scratch, build from scratch, fly your own design, that’s the holy grail, unbelievable really, don’t listen to the haters, if you parked that thing tomorrow you’d have still achieved aeronautical greatness. Cheers and happy new year.
This project and its documentation is really fascinating. Must be really difficult to ignore all the advice you are getting. My working career involved heading up new projects for startups and there was no end to the advice I received from people who didn't have a clue.
Just like people with no children know what's best for our children.
Lots of good points to consider from the community, but also remember, they don't build statues to the critic. With that being said, if something isn't working, don't be emotionally attached to an idea that isn't working. No shame in taking a step back followed by two steps forward. Keep it up!
True. Unfortunately in this case a tombstone is a likely alternative to a statue if critics are totally disregarded though.
@@gpaull2 indeed the crowd has and does provide some good points. I’m sure he’ll take those into account. Very complex and complicated project with no clear roadmap ahead. I’m just praying for his continued safety and many blessings for his work.
I can’t imagine what each one of these flights must feel like. As a maintenance test pilot in helicopters, there are times during the first few hours after heavy maintenance that makes you extremely uneasy. And that’s even flying with a proven design and power plant.
He’s in uncharted waters. He’s come a long way though. Best of luck to the Raptor. Be smart, fly safe.
My observations on this flight,
1. You should def verify that you can overpower the AP on the ground before takeoff as part of the pre-takeoff checklist. (This is also one of the first steps in appendix A of the Garmin manual)
2. The delta with the ground speed and the indicated seems to match up with the 30 knot headwind you were flying into at that moment just by eye it looked to be about a 15 to 20 knot component based on the angle.
3. The trim up is basically the servo saying that it needs to have the stick forces trimmed out so that if the AP is disconnected you don't get a sudden nose down moment since the plane is out of trim, I do agree you need a little bit more gains but trimming out the forces should also help with the gains. I believe its also possible to drive the linear trim actuator from servo outputs so that the AP will auto trim out the stick forces instead of having to do it manually but that is really dependent on how you wired the avionics package that being said it is something that is supported by the g3x package.
4. As far as the oil drain on the redrive if you have a dry sump setup I forget how that is configured you could potentially use one of the suction inputs from the scavenging pump to pull oil from the redrive. (Saw the amendment at the end makes sense on the o-ring since that was already suspected to begin with.)
5. The cruise temps are looking much more stable and a reconfiguration of the cooling system in the future to separate the intercooler from the radiator air pathway plus fuel/oil cooling with full wings should make a big difference for climb cooling but we know that already.
6. Garmin has a configuration test plan for setting the gains in the G3X installation manual check Appendix A in the main G3X install manual its also available via Garmin's web site if you don't have it handy.
7. Might want to add a stronger spring for the redrive tensioner or add a but more tension if the new setup is adjustable which I assume it is.
8. Simulated Dead Stick landings def should get added to the top of your test cards to quantify the engine out handling and also so you are in a better position if you have some kind of failure the current approaches seem to shallow out and since they tend to be power on to an extent you might want to actually hold more altitude on the approach with a slightly steeper descent since you are getting 4 reds halfway down final some of that might be camera angle so it be interesting to hear your thoughts on the approach angle.
9. If you have the AP configured with auto-trim and you attempt to manually trim it will disconnect the AP(Added post edit since I just remembered this the day after) so you can disable auto trim so you can manually trim out the forces or you check why the AP is not actuating the trim servos I know you have an actuator for pitch trim at least.
@@deanhowell6730 What do you mean?
@@lakespookie I think there was some week and mushrooms involved there....
Hi, what does 4 reds mean? I do see 4 red lights to the left of the runway when approaching.
I assume this is a system checking your approach height. Can you tell more about it?
I only know how to drive a car, so i'm just curious, thanks.
@@mikedeboer9033 There are several lighting systems that are designed to show you where you are on the glide path if you look at his approach to landing to the left of the runway there are 4 lights when he first starts the approach i belive he is on the appropriate glide path with two of the lights showing white and two showing red but as the approach continues they transition to all being red this indicates that he is below the expected glide path. For a better explanation look up PAPI and VASI lighting systems.
All red, you’re dead. All white, fly all night.
Been following developments with interest. I'm looking forward to when you can climb to safer altitudes to perform more flight control testing including power-on / power-off / turning stall tests etc. as well as establishing power-off glide performance etc.? I would think autopilot testing would be very secondary to completing testing of various flight attitudes / airspeeds. Fly safe.
I know some are passionate about advice based on the knowledge and expertise. I don't have that but I am an aviation enthusiast and I love these videos. Been watching for a while. I hope all continues to progress for you. I think the plane is awesome.
This is beyond impressive !!!!!!!!!!!!!! Now here is a perfect example of why its a good thing to be the designer, builder and test pilot !!!! Something goes wrong and you know EXACTLY what it is and how to fix it !!!!! No explanations, interpretations, explanations, delays etc etc !!!!!! My hats off to you Peter for a magnificent feet of engineering, craftsmanship and dedication !!!!!!!!!!!!!!!!!!
Exactly!
@@alanpierce2269 And yet here is flying in a his non designer designed , non engineered plane !
Peter - Thanks for the video , I watch these videos because i love the raptor, but honestly your determination on getting through the troubles is starting to be the main reason why i'm watching. Keep up the good work, keep inspiring us!
Is great to see she flew very calm to provide you a comfortable ride. Well done...and i am look forward to witness you having enjoyable and safe flights.
Have you considered adding a temperature sensor to your redrive to monitor the oil temperature? If something goes wrong in the redrive it will most likely show up in the form of heat just like any other gear box. The sensor would give you advance notice of an impending problem and will also let you know if the redrive is operating efficiently. Couple of days extra work maybe but the peace of mind it would give you would be well worth it. Cheers and good luck.
You really can't tell how bad the attitude pitches up and down by looking out of the front window because the cameras are mounted on the plane itself but if you look at the Horizontal Pitch & Roll indicator, you can see just how unstable it is in flight. Maybe there were some bad winds.At least I hope so.
I did notice around 15:40 that that some metalic/friction noise is there. Not sure if it is related to the belt slip. Was there significant fluid loss through the seal?
Great stuff Peter. I am fascinated by the in flight testing you are completing. I love watching them every time they are out.
“Trim up” is the autopilot telling you to manually trim up to attain the altitude selected. It also tells me you do not have a three servo autopilot as many GFC autopilots have a dedicated servo to pitch trim. If you at 3,400’ and you had selected 3,500’ on the altitude select, the autopilot will display “trim up”. You should consider adding the dedicated pitch trim servo as the pitch trim messages will display. Best technique in your configuration is to climb to desired altitude, trim the aircraft for level flight and then engage the AFCS.
Also if your a/p disconnects with an actuation of your trim switch you most likely have a config issue as you’ll need pitch trim for pitch mode to work. With an a/p pitch trim servo it would be normal for AFCS to disengage when attempting to use pitch trim.
Love the videos. Used to be stationed at Moody many years ago. Good luck..
Really enjoying watching the in-air testing phase. Excellent work. An exciting phase of the aircraft’s development.
The G3X talks to the pitch servo via the CAN bus and that servo has an output to control the motor of the pitch trim servo to correct any static pressure.
The yellow TRIM UP/DOWN indication tells you that the autopilot is not able to control pitch and you should do manual trim if you have it. Could be two reasons: the trim motor is not connected correctly to the servo or the forces are too big.
I’m waiting with tension to see if the potential for additional tension in the tensioner relieves the tension in my swincter in response to the belt slip.
"Trim Up" is probably because of too much up elevator force on the AP servo. Just guessing.
This made my day! So good to see a new design in the air.
Loved the flight Peter, and thank you for posting! Flight 11 was eventful. That belt jump would have raised my Sphincter Factor to land as soon as practical. The 5 bladed prop is giving your propulsion system one hell of a work-out proving the torque of your system. All that ground testing paying off to know exactly what happened. I believe at this point I would establish Raptor's best rate of glide with a fathered idle prop. Five blades = Much more drag than two or three! I would want to have a good idea of exactly how far I can travel in a dead stick situation! Incredible work sir! Keep Whack-A-Mole-ing those Gremlins as they appear. Raptor to me keeps looking better and better! Best wishes. Happy New Year
This is all gonna end in tears... Badly.
I would have to agree after seeing the most recent video. Getting way too comfortable for test flights in an unproven design. No helmet anymore. “I can do whatever I want, it’s an experimental aircraft”, etc. 😳
Has Peter done basic handling test cards specifically including stalls but exploring the envelope? I might have missed them but don’t think they have been done so seems strange to be concentrating on the autopilot without the basic is being completed and completed at altitude. Maybe a sustained climb to these altitudes cannot be made yet due to overheating but then this would need to be solved for first
Peter is in the phase of comfortable testing without much exploration of the edges of Raptor's envelope performances. He has tested the speed where the canard stalls and drops the nose. Auto lift off of the Raptor is around 98 Knots IAS. Comfortable low degree angle of attack climb-out is about 120 ~ 130 Knots IAS at about 58% Power... He is testing buoyant midrange cruise performances utilizing high torque propeller settings, keeping his airspeed below 150 knots IAS. He is testing below 4,000 MSL determining lapse rate temperatures that he is familiar with and the temperature targets for the system. All this is great information proving the torque capabilities of the Audi 3L TDI Engine, Redrive and the 5 bladed Prop. Static Thrust (ST) Speaking... An air-prop with Five Blades grabs the air very solidly with high High and Low pitch settings configurations. This also equates to Thrust and Drag (T&D). Example: Going from a 2 blade air-propeller to a three blade is generally about 40% more Torque/ST/T&D increase. Going to a 4 blade from a 3 blade adds 21.4% T/ST/T&D in addition to that. Depending on the configuration of a 5 bladed prop, the increase of torque is about 6.65~12.5% T/ST/TD in linear addition. Odd numbered pitched props run smoother than their even numbered cousins... Knowledge of what's going on at the prop indicates to me that Peter is giving his propulsion system one hell of a workout as torque translates to heat! With propulsion it's all about the prop!!!
8:10 "Traffic is a Raptor circling east of the field"... poor pilot is probably looking for an F-22.
Yeah that’s going to be an issue when these planes are more than a one-of.
@@tcrossau true enough. I didn’t build it so I can’t say for sure but to me it could: Be about 100lb lighter and have trailing link landing gear.
@@tcrossau goddamn!!! No wonder it looks underpowered. Can you imagine if he filled the tanks?
@@skyboy1956 LOL ☠️☠️
It's a prototype. It's doing its job just fine.
With all the unproven stuff on this plane, I would stay in gliding distance of the runway or do the tests over a field that is laudable. I am a glider pilot among other things, the higher you are the more options you have. It is also possible that you have a over pressure in the oil return. Not oil pressure internal housing air pressure. This can result if the ventilation system under size or restrictive.
oh man this is so far alongggg I'm so goddamn excited for you and this plane
There are a few good suggestions again here Peter on the posts. You know your drive system the best if your able to identify a belt slippage. One by one your getting there Peter so please be safe and Cheers. Fly safe.
Hello Peter, I too think I would be a lot happier with you going a bit higher, and come in to land higher. I I’ve never like see 3reds on landing.
All in all love it. Cheers Wiz (Tassie.)
FYI: the technical name for the pieces of string taped on for the purpose of examining airflow over and around parts of the airplane is called: tuft(s)
I continue to be excited to watch each posting. Curious: when are you planning to get Elliott and the other guy back, to do their testing?
Are you able to move the oil return fitting for the reed-drive higher up the engine block, would that improve the oil return flow and prevent excess oil buildup in the reed-drive? Or is there a unused connection on the oil scavenge pump that would improve oil clearing? Or are you able to reduce the oil flow into the reed-drive unit slightly?
I know you have oring seals on the reed-drive housing but a thin smear of locktite 518 never goes astray.
Happy flying and i appreciate the details in the videos. 👍
Gale Banks might help Peter with the engine tuning. If only to bounce ideas off of. Has this ever been suggested? With all the complexity of Peter’s engine setup: the compound turbos, inter cooler, engine temp management,... he might be able to help.
I could not see how deep the sump is, but I think the dash-10 inlet would work better if the oil can dump into the sump / pan above the running level of the oil contained therein, rather than with the inlet submerged .
Don't you mean "outlet"? - as the issue appears to be poor draining from the re-power into the collector.
@@18robsmith is there a collector or manifold, I thought it was emptying into the pan ?
OK call me (---slow---) after watching your videos for the past year + or -, but I have just read your literature on the Raptor.
HOLY CRAP are you an innovator! Always on ice prevention, using no power.
The list of things this aircraft can do & how it is done is incredible.
I truly hope you go into production before I am too old to fly.
Best regards & a Happy New Year Laddie
I agree Laddie, Peter has created an incredibly innovative aviation platform with Raptor.
Somebody in the comments pointed out the potential of the prop driving the engine in low power descent . May I suggest getting rid of the tensioner and using an adjustable idler, with mechanical thread and lock mounting . I don't think the overall case expansion, with heat, will be as much problem as the spring load ( and unload ) .
@@rv6ejguy ,,, the reversal of tension from the pull / drive side of the belt to the slack side may be worse . Do you have an example of a belt of this quality not being able to tolerate my suggestion . Btw, you may be right, then again maybe no one has tried my solution .
@@rv6ejguy so, again, do you know of any examples of a belt of this quality running fixed in place pulleys . I actually know of one, and it gave less problems . I guess 99 plus percent has some kind of tensioner, but I'm still not convinced . Even if it was somewhat loose when cold, my, not original, idea, might have less problems on a prop overdrive of the engine in a reduced, particularly a sudden reduction in power .
Stopped by to visit on Sunday morning! We flew in on our way home from Florida to Canada. Too bad we missed you. Would have been cool to see the raptor in person and see your progress on all the systems.
Would love to see some video from the ground of your aircraft taking off and landing...
I agree. People have asked for awhile.
And some air to air would be cool to see.
Is there an oil-to-water heat exchanger for aircraft? That may help extend the full power climb out?
@@rv6ejguy thank you, can he get a bigger one? I understand it may be a point of failure if oil and engine coolant mix. But there are “aircraft quality” oil to water(engine coolant) oil coolers.
Hey Peter how’s about you doing a cabin noise video showing you talking on a open mic in the cabin at cruise? I know how loud a 182 or an arrow is at altitude it would be an interesting video thanks, great work
Hay Peter. All the best wishes for 2021. Keep in mind you are a test pilot!! With all the responsebility's to your Family and the people on the ground. Take good care of your self. I am just an A/P with a ppl but
the smallest indication of an issue with the drivebelt would having me to decide to land asap. All good fortune with this adventure.
Nice progress things are looking up. You might look to the belt manufacturer for spec's on the belt tensioning and calculate the spring load.
Just a thought on the oil going into the re-drive, the crank case will have a positive pressure in it due to piston ring blow by and the re-drive has no positive pressure, so the oil will want to migrate up the oil line into the re-drive. A possible solution is to connect the crank case breather to the top of the re-drive to give it a positive pressure and allow the oil to drain, this would need to be full crank case pressure. I hope that helps if it is not an area you had thought of.
He mentioned it is a dry sump system and there is negative pressure in the crankcase.
@@ik04 That makes things a bit worse :-( With negative pressure in the crankcase those seals shouldn't be blowing oil out - Flying Kub's idea might be a way forward, but could be a real pain to do.
A dry sump isn't oil free it has a scavenging pump that sucks the oil out of the sump up to a collector tank, that doesn't put the crankcase into negative pressure. The is always a natural over pressure in a crankcase, some aero engines actually use this to help scaveng the oil.
Peter I know it's totally off topic and knowing you, you'll eventually quantify this. But can you offer any general comment of your appreciation of the cabin noise level? Just wondering if it's a noticable difference compared to more traditional designs and I don't recall you mentioning it recently. Maybe with all that's been going on you're too distracted to notice.
Will you make your cards available? Would LOVE to follow along with the test points and know the criteria during envelope expansion.
@@davidr8309 ;-)
You like flying in the co pilot's seat, any reason why?
He comes from the land down under.
You might need a larger oil sump since you are routing oil to the redrive. How much oil does the engine hold?
What is the anticipated cruise speed when all the bugs are sorted out?
enjoyed the flight, also glad of the warning when the belts slipped, a heart monitoring moment, lol thinking about weight in the nose cone for trim purpose, in previous vids, am i right to think you added nose weight for trim? if this is true why not take out the dead weight and fit larger coolers to the desired weight.
Look like a high temperature O ring will solve your problem and a proper torque ing of the screw bolts !
Number 892 wishing you continued blue skies.
Those who are hating on this channel need to start watching videos posted here from the beginning. How can someone hate on such dedication and focus? Even if there weren't any results to show off, such focus deserves a salute!
I started watching some videos of this series from beginning and quickly realised that it's too much work just WATCHING those videos.
There is some constructive criticism which is nice but there r so many that never fail to post hateful comments on this channel.
Every fucking update they watch and in the comments section vomit their hate.
Why don't u guys just leave? Why watch every update if u see no prospects for this project?
Many of these purebred haters are using fake ids!
Show me a more transparent experimental kit manufacturer. Any passenger who flies in an experimental aircraft knows the risks, a buyer definitely knows what he is getting into. In raptor's case the problem is that the buyer knows too much.
Kudos to Peter for not hiding anything. If I am buying an experimental I will stick to this saying ..
"better the devil I know than the god I don't"
@@pjjms then my original comment was not for you. Regarding him not following perfect plan, I believe perfect is the enemy of the good. Not to say everyone should do this, but not everyone needs to follow the perfect path to get to a perfect place. Anyone who has achieved anything significant will tell u that it wasn't the perfect path that took them there, it was the determination to walk and try any path that might take them there.
@@flyfalcons there r accounts which have 168 comments on this channel, not one single positive comment. I am talking about such guys.
why not use a scavenger pump for an automotive turbo?
Cool Plane. A little thirsty and high rotation speed. What is the current price of this project?
Infinite. I don't think they're accepting further reservations.
@@T_Mo271 I dont want one I have a Kitfox Model IV
Like your progress. Just a thought on the belt skipping. Even though the engine is not at full power at cruise, the prop is near max pitch if I'm following correctly. Which means the torque load is highest then. So maybe less pitch would be better at cruise? Just a thought. I
Are the Raptor coming to Oshkosh in 2021 if not the covi thing stop everything ?
If they decide to do Oshkosh, I'd be betting it's going to be more of an invite for certain press. News, youtuber, and bloggers kind of deal. I just want something, this year.
Is there any difference between this and velocity aircraft?
And the challenge will be whether there is sufficient differentiation between the competing products to make people choose the Raptor over a more established brand. Hopefully Peter can achieve this degree of differentiation to make it commercially successful
Looks like this one is heavier,slower,more complex than a Velocity.
Does the engine need a larger oil pan to accommodate pitch and roll? Even small Cherokees are 8 liter?
Surely (??) it has been "Dry-Sumped" (??)
@@SnowAndrews Air-cooled engines tend to need bigger oil capacities than liquid cooled. But with a dry-sump one is into a very different game as frothing in the return lines can be a big problem.
@@18robsmith
I believe that the V6 Audi Diesel
with Dry (remote) Sump
is an experimental aircraft REALITY,
and NOT an anomaly either.
(Maybe LESS SO in North America).
Austrian aviation companies
have deep experience in Water-cooled diesel,
automotive-derived, engines, for aviation.
@@SnowAndrews Yup - the Austrians have a fair record in getting liquid cooled, dry-sumped areo-engines working very well, and I think they will only get better with time.
Read up on the reasons for 8 liters. This came from early engines that burned lots of oil. The requirement was to have enough oil to match the fuel capacity at high burn rates. Rather than make engines with varying oil capacities, they used the longest range plane it would be installed in. I just came across this in the last week. That Cherokee will run just fine with 5-6 qts. Rarely is full capacity used.
Gps derived speed is highly accurate. Position is pretty darn good. Altitude not so much. Nature of the beast.
Peter, forgive the daft question but dont you have to calibrate the altimeter according to your current position above sea level?, just curious as to why the garmin displays your height incorrectly.
@Flip Wells - optimal static port positions are always difficult to locate on newly designed aircraft.
@@PeteZoot - maybe a pitot static in the nose would give him everything he needs. It won’t have any interference from and external sources. His little fighter jet configuration.
@@PeteZoot - well he may need to rethink this option if it becomes the only viable one?
@Mindy Janis - yea I saw that video and if they are moving it on a Lancair aircraft just for a flap configuration change just trying to find a sweet spot in the Raptor is going to be time consuming to say the least!
I found its engine kind of underpowered. During takeoff roll speed simply stop going up. Only after gear up it started gaining some speed again.
I imagine, for a "Production Version",
the 4 litre EA 898 V8 Audi TDI Diesel
developed in Ingolstadt (?)
& built in Hungary (?) at Audi Hungaria Motor Kft (?)
might be the ideal choice.
@@SnowAndrews I thought the initial concept was to use a smaller Fiat engine as the "base" then migrate to the V6. But the development is being done using the V6, so the next logical step would be the V8 (boy do those things chuck out some power - a friend has one that's doing >600bhp "with a load more possible")
@@18robsmith
You are better informed than I am.
The TWO "Fiat" diesels both
(the FPT (Fiat Powertrain Tech. - model families F1A and F1C)
as used in Iveco Daily's & Fiat Ducato's,
AND the VMs (Vancini and Martelli - VM Motori S.p.A) -
as used, I believe, in "JEEP" & "RAM" branded products
plus in various Chinese & South Korean light utility trucks)
have an excellent reputation in Diesel Automotive application
in Europe, Asia, & Asia-Pacifica, & The South-Pacific-Oceania regions.
Another Topic:
The Audi V8 TDI, has as a "FACTORY" spec,
for LAND (Automotive) use
ratings up to about 320 kW (about 429 hp)
so should be capable of (with mods.) up to about 600 hp
for "Climb-Out" without major concerns,
Great progress so far! Cheers!
Excellent flight. Steady as a rock at altitude. Can you relax and enjoy the flight Peter or are you always looking about scanning for potential issues?
Amazing timing! I was just going to ask if you can retrofit the Raptor with the Garmin autopilot.
Completely forgot that it was already installed. 👏👍
Maybe you didn't show your testing of the hardware changes on the ground. Please be safe and take your time.
That thing hanging down under the wing seems to flex each time you make corrections in flight. I wonder if that has something to do with the bounce your getting in flight?
Is your overall goal to put this plane into production?
My understanding is: kit first, certified later.
@@skyboy1956 a handful of European planes have auto engine converts. Diamond for example use a heavily modified Mercedes diesel if I recall correctly
@@tcrossau yes it's certified but according to wikipedia the austro e4 is based on the Mercedes Benz om640 diesel.
That being said this engine does definitely need more power. It's hard to say what's its currently making when it's not overheating but I'd guess it needs at least 30+% more at current take off weight if not a whole lot more if he wants a useful load beyond him and 60 ibs of gas
This is so soothing.
I'm dying to see what she's like in the flight levels.
@@rv6ejguy
I'm aware of that, but there's no reason for me to believe he won't fix these issues eventually.
@@rv6ejguy Are you SDS? I make ignition controllers. Don't know if any are airborne, though.
@@rv6ejguy
My statement was "There's no reason for me to believe he won't fix these issues eventually."
There's zero estimating there. I made it open-ended precisely because these issues could be fixed in five months or five years or five decades depending on the type of effort put into solving them.
I'm simply giving the man benefit-of-the-doubt.
Good day.
I am not sure, but it looks underpowered and there is not much load in it.
And he's not using 100% of the engine power the majority of the time.
Beautiful plane. What's your gph cruise estimate?
Hello - I have been watching this develop now for a while and was hoping to see this at Osh (pandemic permitting) later this year (2021) - I am looking for a new fast ship to build and I am considering my options right now. This looks very exciting however I have noticed that you have turned off comments for the latest upload - perhaps due to some of the negative comments from people but my concern is that you don't reply to people - perhaps you're too busy with the workload but as a prospective buyer are you able to offer any insight as to when this development will be ready for kit sales. I am looking to buy (order) my kit in the final quarter of this calendar and would like to understand if you think that your project is likely to be ready by then - can you please give me some feedback.
Thank you
Steve Allcock
How does it glide with no engines?
Can allows go the route of the cirrus and put a drop chute on it I guess. Learning to fly, doing engine stall check list was the best. Instructors thought I was crazy, apparently most people hate doing stalls. Just cant imagine why? Maybe the Marines did something to me, like mentally?
Do you have a flight sim model available?
Probably not yet. The stall characteristics would be a guess. On the other hand, the model could be tweaked later.
Great flight.
You obviously don’t have an elevator trim servo ?
How fast does the raptor feel like it will go in cruise?
The figures I got from the website was a max cruise of 285kts on 11GPH which would give a range with reserve of 2800nm and would take 10 hours. Economy settings would be 230kts on 7GPH which would give a range of 3700nm over 16 hours.
At the moment both are way off because of the increased weight and the turbo issues, I suspect that the final performance won't be anywhere close to the design brief but, I hope, will be good enough to make this a capable Cross country cruiser.
There's a lot of work to do yet though.
@@thomasaltruda I did say that this was the design brief and that I didn't think it would be achieved. I also said that he has engine and weight issues to contend with before the final performance would be known!
That autopilot is hilariously slow
You have got too much going on, brand new airplane and brand new power plant configuration.
Great views!
Why are you flying so slow?
it overheats
@@savethedeveloper No it does not overheat - he's just being very cautious and getting used to how the Raptor handles - remember he has almost the entire Raptor flight hours in his log. Those temperatures are well inside the normal temperature range for the Audi V6 TDi engine.
high speed introduces stresses to the airframe, for which you need a lot of altitude should some parts break from the stress. The question I am asking is whether Peter will ever decide to hire a test pilot....
@@davidr8309 When I watched the video in which the test pilots were assessing the preflight conditions, I would agree that they were a little bit sloppy with regard to the field not being right for testing. With Google satellite, anyone could have scoped the airport and made that determination without charging a ton of money. This does not excuse Peter for not finding another test pilot to perform the real stuff during which things can get out of control real quickly if you don't have experience. It's good to know that the Raptor is equipped with a parachute, but there's nothing like an experienced test pilot providing an airworthiness report.
@@rv6ejguy Those Audi V6 engines are designed to run at very much higher temperatures than many other engines. The thermostats (oil and water) are set to open at between 85 and 90C (some even higher than that!) and will reach that after a few minutes at idle almost irrespective of ambient temperature. The thermostat don't snap open, but are very progressive, and (certainly on the last one I drove) aren't fully open until the engine is at about 120C. This is very unlike many other engines where the thermostats are set at lower temperatures and open over a very small temperature range, in which case ultimate coolant/oil temperature is very much under the influence of ambient.
Cheers Peter.
Thanks. Nice.
Continental CD-300 Jet-A Engine would be much better choice .
Peter, you may want to look at a 3 or 4 blade prop. You should get better power with less blades.
Yep! Those 5 blades are giving the propulsion system one hell of a workout! Proving fantastic information and eliminating the need for speed brakes and or flaps. Like having a parachute back there.
I am looking forward to My Raptor
Oil on belts /belt drives will shorten their service life. Rubber/belt will break down prematurely. Speaking from personal experience.
This is so ready for a cross country. :) kaap at it!!
No. Not even close to ready. Keep it near the airport.
Temps still high. Drive belts slipping. Drive oiling issue.
It’s my way of saying he’s doing good. 🙂
@@yukon4511 Not exactly. The BD5 has been tested and built by companies other than just BEDE. Its also available in Piston, Turboprop and pure Jet, the Raptor isn't. Outside of that, the only similarities I see is they both fly and have wings are pusher in design and sit on tractor style landing gear.
@@yukon4511 never provided a functional aircraft? How did all the Bud jets and silver bullets and the bd jet in James Bond get here? Someone delivered them. As for Raptor the jury is still out... two different aircraft and people.
Raptor has an engine and is flying. Raptor has a kit in development and A prototype is being flown. Very different than what supposedly took place ( I wasn’t here) so I can’t see any similarities to the BD5. All I see is Altirair, bd micro and others making and delivering bd 5 kits for customers and at least in bd micros case their kits have power plants.
You are going very well, good to see. Consider those who had you crash, back at the beginning of the flight testing. False prophets, happy to say.
He needs to get the grs chute in it. Grs is doing rotor craft. I'm a nervous flyer... Need a chute grs opens in 5 seconds... Check them out.
@Flip Wells are you sure?
First! Great video.
She meant "bad ass" airplane when she informed "experimental aircraft at 3000 feet"!
Please join Rumble and up load your videos there.
The wuss of wussabi would have peed his pants at the belt slip.
@@skyboy1956 I doubt that. Let's see