The difference between your altitude readouts is because the PFD is based on barometric pressure. The camera altitude is GPS altitude. They are nearly always different, and you should never use GPS altitude for clearances, reporting to ATC etc.
With some time in the air, and over a dozen TO's and Landings's, have you pulled the inspection panels and checked the airframe? Ever since I saw a 'long easy' break a wing off and kill the owner/builder that has stuck in my mind. He was a very high time airline pilot. The NTSB determined there were stress cracks that grew over time in the wing root. Not saying to be paranoid about that, but an inspection after the first ~50 hours couldn't hurt anything. If I didn't care about you and the project I wouldn't even mention it. Looks great so far, congrats!! Best wishes.... --gary
Absolutely true. He can also do infrared camera based inspections for preliminary checks; or better still, if he could get to do Xrays, deep underlying issues get exposed without lots of intrusion.
@@pauldatche8410 wouldn't he find a reasonable with a simple endoscope in the various access ports? Nor would it allow a view if everywhere. Not saying it would be fantastic but it's at least trivial to do and would show obvious issues.
I don't recall from the previous flight tests but have you started to explore the envelope? Stalls, high bank turns, unusual attitudes, etc. What are your thoughts regarding this part of the test program?
Looks like performance is way below expectations. 125 it’s indicated at 11gals per hour shows less performance than a Grumman tiger with fixed gear. Seems there’s a reason planes aren’t as wide as a SUV.
If you do change the shape of the foreplane, i would recommend using a removable attachment. This is a busy area of the aircraft; passengers, tow bars small section of t-hangers. It would be much more affordable to replace a removeable scimitar tip than repair/replace an entire foreplane. Keep up the good work.
AMAZING! I loved the takeoff- smooth as silk. landing was nice- it looks like you're getting more comfortable with her on the landings. EXCITING! keep an eye on the belts bro. how many hours are the belts supposed to last?
Loving the flying videos. Just wondering how the flight control cable pulley attachments would last over time under all the tension. Im no composite expert, just curious as to attachment strength of the pulley mounts.
If you pull up some old magazirlly nes of Soaring (USA publication), some issues have flight reports by Richard Johnson, I forgit the guy's name. One thing he would do to check airflow (I think it was for air separation) was to put some black oil on the wing. It seemed to work well. He'd do small sections, not the entire wing. I don't know if you could use any of that data, but maybe it would help on that section of wing which is getting the eddies from your -duck- canard.
@@thomasaltruda that is an incorrect answer unfortunately. The air craft and prop should be designed such that the landing gear will ALWAYS touch the ground and suspend the prop above the surface regardless of the angle the aircraft might find itself in assuming a stall is not occurring
@@thomasaltruda that is literally the easiest thing to measure. All you have to do is position the blade at its lowest point then jack up the front with a protractor on the wing and measure the AOA while also checking to see if there is a prop strike. If there isn’t clearance beyond the landing gear flex then there is a prop strike. It literally should be one of the first calculations done when designing and installing the landing gear and propeller. If you’re saying he didn’t do that then you’re saying he shouldn’t be flying the air craft. Even experimentals have regulations to adhere too
I assume this could be addressed somewhat easily on the second build by shifting the landing gear rearward (if possible) and/or lengthening the legs (extending further out into the wings. I agree, the risk of a prop strike seems very real, but there's not much he can do about it now. I believe that I remember that he switched props early on, so maybe the current one is larger than the one in the design.
@@normaal4663 they shouldn’t be explored and set. These speeds are literally a calculation based on CG and his drag coefficients. They should have been calculated before a single piece of the aircraft was assembled.
@Sonny Wheelock I’ve watched about half his videos. He’s not conventional but I didn’t get the impression he was unsafe. But considering the replies to my comment, he is definitely taking some dangerous actions
Curious about your aileron spades. Usually when ailerons are neutral, the spades surfaces are parallel to the airflow, yours are angled upwards. Could this be a reason why the aircraft is sensitive to aileron control due to a constant upwards force on the spades when the ailerons are held neutral?
Another great design of experiment executed and in the books. Congratulations! I love the way the ship performs in cruise in smooth weather, and verifying the performance at low power levels is certainly the best approach to finding envelope edges. Your approach I find logical and deliberate, as it should be in this kind of endeavor. Keep up the great work, your perseverance and ingenuity are bright shining lights of inspiration! Even if the cameras are not there to capture their existence!
I believe that Peter are making sure the aircraft won’t have any problems before his first OFFICIAL flight.... Some people must be PATIENT 🤔, as I know from Peter, once everything goes good as he plans🙏Production will come at 100% ... Very nice work Peter, I personally love your videos ....
@Sonny Wheelock I do work on aerospace business, and sometimes can take up to a year or more to get a new aircraft certification.... I being following Peter since his first week, and for SURE, he will NEVER takes any chances ... on my experience and, PERSONAL opinion ... Peter is doing a OUTSTANDING JOB BUILDING THE RAPTOR ...AND FOR SURE I WILL DO MY BEST TO PURCHASE ONE OR WORK FOR HIM, IN THE NEAR FUTURE ...
Peter what was your rate of dissent on touchdown? You mentioned that you would prefer a higher landing speed and the Raptor touched down quite solid, so I’m wondering what your rate of dissent was at that moment? Great job moving forward and I know your followers can’t wait for the day you need to close off cooling air to your oil cooler as to maintain a higher oil temp.. and when you can push the climb rate higher. We’re still here following your progress Peter and we wish you all the success you deserve putting yourself out for judgement. Much respect Sir, Cheers Peter
Your cooling will get resolved in time I'm sure. Originally, you were speaking about running the cooling through the leading edges in the final product which I think will greatly improve your cooling I do believe. My only concern the would be the strain on the water pump pushing that much volume. It may not have as much effect on the pump as I think, I'm not an expert on fluid mechanics. Initially when you're spoke of running the coolant through the leading edges I was curious as to how well you would be able to maintain temperature, as in maintaining enough heat, hmmm! Good work Peter, keep pushing
In a closed loop system, the pump doesn't really care if it's pumping 6 gallons or 6000 gallons. It doesn't know the difference, it just keeps doing its thing.
With fluids all that matters is elevation, one you start moving fluids uphill it has to do with the weight of the fluid being pushed up....called the head or lift i believe. Has to do with impeller design i believe.
@@elishiner9818 You're right, but all that goes out the window once you have a closed loop. The fluid coming down offsets the fluid going up - canceling out the elevation. In a closed system, the 'head' is related to the restriction to flow only.
That's what I figured, but wasn't 100%.sure about it. Same principle in hydraulics (fluids) I guess the initial flow (inertia) when starting would be the hardest on the pump.
@@Auntcankles Unlike hydraulics, most water pumps automotive or otherwise aren't positive displacement. So it's less of a concern. The single hardest thing on water pumps is cavitation.
Peter, I read something lately that really stuck with me, and I think you should use it in your replies to the nay sayers. I like the way Im doing it compared to the way youre not doing it.
On this particular airplane.....i believe after this prototype the cooling system will be modified quite a bit from the original form! But peter is trying to make what he has work and improve it.....changing it all out and estarting is easy to say...but it is a huge task and not to mention cost.... Get what you have to work and i am sure that he has deals made for production based on this bird flying the 40 hours.... so while flying the 40 get the issues sorted and improved and prove the new system on paper based off of our real life findings etc.
@@elishiner9818 "changing it all out and starting is easy to say" And the temptation to change too many things in one go means you're likely to miss important lessons.
It has been awhile since I have seen your videos. (which they have been very interesting). You seem to be switched on and capable (disclaimer - I am a non pilot nor engineer) It is VERY discerning that you have not fixed your heating problem... Why don't you just ask for professional help to fix this heating problem... It seems that you are just guessing to fix this problem. Fly - stop - fix and change - - repeat. I know that you are going to find a solution to this heating problem.. . be safe and happy flying
I would think some flutter testing would need to be done to clear the airframe at higher speeds. I wouldn't just push the nose over to speed up untill its been cleared.
ok I thought I was over doing the attabits, but hey a landing you walk away from, greased it again, take off, smooth as glass, 1,000,000 attabits and 1 attaboy!!!, note, 1 ah shit wipes the board clean and you have to start over!!!!! Great attitude and engineering!!!! love your thought process and application!!! doesn't hurt to see what others think, but ignore the crap, it is what it is!!! take the good and move on!!!
@Sonny Wheelock No mate. Watch the last 2 or 3 videos in which he states that he has done something like 5 and half or close to that. I also follow his flights in real-time on flightaware and can definitely tell you without a shadow of doubt that he is below 10 hours
I been intently watching the progression of this piece of beuty awesomeness..... WHEN the powerball/lotto rains money upon me... I will order airframe NUMBER 3 ;) !!!!!!!!!!! just saying ...GO RAPTOR!!! :) and the RaptorTeam!!! :)
As a non aviator,this community seem to pose a lot of suggestions to just show smart they are. 👎 Most have long been answered if videos had been paid attention to. As fabricator I pay attention safety, as a engineer/pilot Peter pays attention, hanger rats stay in the hanger and put away your smart ass keyboards.
The flip side to that coin is that when you're as deep into a project as he is, you can really start to miss the forest for the trees. The largely unbiased internet experts, at the very least, can give a lot of inspiration to move past the blindfold. I think Peter has benefited more of the public opinion than he's suffered - or he wouldn't still be posting these.
Take the good information and ignore the rest. And you never know when something someone says spins your thoughts in a direction you would not have considered if left to yourself.
Peter. It would be very nice if you would give an update with where you are with the whole thing. Preformence. Produktion. Changes. ect.
i know it is kinda randomly asking but does anybody know a good site to watch new movies online ?
@Armani John flixportal :)
@Kannon Braylon Thanks, I went there and it seems like a nice service :D I really appreciate it !
@Armani John Glad I could help :)
The difference between your altitude readouts is because the PFD is based on barometric pressure. The camera altitude is GPS altitude. They are nearly always different, and you should never use GPS altitude for clearances, reporting to ATC etc.
With some time in the air, and over a dozen TO's and Landings's, have you pulled the inspection panels and checked the airframe? Ever since I saw a 'long easy' break a wing off and kill the owner/builder that has stuck in my mind. He was a very high time airline pilot. The NTSB determined there were stress cracks that grew over time in the wing root. Not saying to be paranoid about that, but an inspection after the first ~50 hours couldn't hurt anything. If I didn't care about you and the project I wouldn't even mention it. Looks great so far, congrats!! Best wishes.... --gary
Absolutely true. He can also do infrared camera based inspections for preliminary checks; or better still, if he could get to do Xrays, deep underlying issues get exposed without lots of intrusion.
@@pauldatche8410 wouldn't he find a reasonable with a simple endoscope in the various access ports? Nor would it allow a view if everywhere. Not saying it would be fantastic but it's at least trivial to do and would show obvious issues.
I don't recall from the previous flight tests but have you started to explore the envelope? Stalls, high bank turns, unusual attitudes, etc. What are your thoughts regarding this part of the test program?
Looks like performance is way below expectations. 125 it’s indicated at 11gals per hour shows less performance than a Grumman tiger with fixed gear. Seems there’s a reason planes aren’t as wide as a SUV.
If you do change the shape of the foreplane, i would recommend using a removable attachment. This is a busy area of the aircraft; passengers, tow bars small section of t-hangers. It would be much more affordable to replace a removeable scimitar tip than repair/replace an entire foreplane. Keep up the good work.
You must be absolutely enjoying flying around in this aircraft!
It's more enjoyable each time out.
What is the latest with the escrow company. Have not heard from them yet.
I’m curious to know more about this comment. Do you have an order in?
I'm dying to know, when it reaches production what do you think the time will be on delivery? I'd love to be able to get into this thing.
AMAZING! I loved the takeoff- smooth as silk. landing was nice- it looks like you're getting more comfortable with her on the landings. EXCITING! keep an eye on the belts bro. how many hours are the belts supposed to last?
I realize that more analysis is required ... but is there an anticipated cruise speed (Vc) known ?
Depends on the cooling.
300 kts or your money back
Loving the flying videos. Just wondering how the flight control cable pulley attachments would last over time under all the tension. Im no composite expert, just curious as to attachment strength of the pulley mounts.
Can't wait to see what your new cooling mods look like
If you pull up some old magazirlly nes of Soaring (USA publication), some issues have flight reports by Richard Johnson, I forgit the guy's name. One thing he would do to check airflow (I think it was for air separation) was to put some black oil on the wing. It seemed to work well. He'd do small sections, not the entire wing.
I don't know if you could use any of that data, but maybe it would help on that section of wing which is getting the eddies from your -duck- canard.
Why do you rotate at such a high speed? Shouldn’t you be pulling off the runway at 60ish knots?
@@thomasaltruda that is an incorrect answer unfortunately. The air craft and prop should be designed such that the landing gear will ALWAYS touch the ground and suspend the prop above the surface regardless of the angle the aircraft might find itself in assuming a stall is not occurring
@@thomasaltruda that is literally the easiest thing to measure. All you have to do is position the blade at its lowest point then jack up the front with a protractor on the wing and measure the AOA while also checking to see if there is a prop strike. If there isn’t clearance beyond the landing gear flex then there is a prop strike. It literally should be one of the first calculations done when designing and installing the landing gear and propeller. If you’re saying he didn’t do that then you’re saying he shouldn’t be flying the air craft. Even experimentals have regulations to adhere too
I assume this could be addressed somewhat easily on the second build by shifting the landing gear rearward (if possible) and/or lengthening the legs (extending further out into the wings. I agree, the risk of a prop strike seems very real, but there's not much he can do about it now. I believe that I remember that he switched props early on, so maybe the current one is larger than the one in the design.
@@normaal4663 they shouldn’t be explored and set. These speeds are literally a calculation based on CG and his drag coefficients. They should have been calculated before a single piece of the aircraft was assembled.
@Sonny Wheelock I’ve watched about half his videos. He’s not conventional but I didn’t get the impression he was unsafe. But considering the replies to my comment, he is definitely taking some dangerous actions
What's the story of this aircraft? It's still not clear to me. Is it a kit that you've built? Is it your project? Thanks!
It’s a project of his own original design.
Your focus on the engineering is excellent. Haters take note. Lovers take note! Great video Peter! And, might I add, VERY nice plane!
Curious about your aileron spades. Usually when ailerons are neutral, the spades surfaces are parallel to the airflow, yours are angled upwards. Could this be a reason why the aircraft is sensitive to aileron control due to a constant upwards force on the spades when the ailerons are held neutral?
They are level when the ailerons are neutral. It's just the camera perspective that's throwing you off.
@@RaptorAircraft Thanks for the clarification, much appreciated. Phil
Another great design of experiment executed and in the books. Congratulations! I love the way the ship performs in cruise in smooth weather, and verifying the performance at low power levels is certainly the best approach to finding envelope edges. Your approach I find logical and deliberate, as it should be in this kind of endeavor. Keep up the great work, your perseverance and ingenuity are bright shining lights of inspiration! Even if the cameras are not there to capture their existence!
Amazing ! I thought I missed the build videos but this is so exciting ! So glad it flies really well !
Encouraging. What seems to be dangling under the left wing?
Very impressed with your progress. You bit off a huge project and it looks like the home stretch this year. I wish you were still taking orders.
Love this little plane!!!
I believe that Peter are making sure the aircraft won’t have any problems before his first OFFICIAL flight.... Some people must be PATIENT 🤔, as I know from Peter, once everything goes good as he plans🙏Production will come at 100% ... Very nice work Peter, I personally love your videos ....
@Sonny Wheelock I do work on aerospace business, and sometimes can take up to a year or more to get a new aircraft certification.... I being following Peter since his first week, and for SURE, he will NEVER takes any chances ... on my experience and, PERSONAL opinion ... Peter is doing a OUTSTANDING JOB BUILDING THE RAPTOR ...AND FOR SURE I WILL DO MY BEST TO PURCHASE ONE OR WORK FOR HIM, IN THE NEAR FUTURE ...
Peter what was your rate of dissent on touchdown? You mentioned that you would prefer a higher landing speed and the Raptor touched down quite solid, so I’m wondering what your rate of dissent was at that moment? Great job moving forward and I know your followers can’t wait for the day you need to close off cooling air to your oil cooler as to maintain a higher oil temp.. and when you can push the climb rate higher. We’re still here following your progress Peter and we wish you all the success you deserve putting yourself out for judgement. Much respect Sir, Cheers Peter
Impressive evening flight up to 5000! So smooth ... imagined I was sitting in the left seat watching the sun go down. 😃👍
Steady as you go just as long as your safe your doing it right.
Nice to see such stability all around!!! what was oil temps during flight, same as before? Like seeing it airborne!!! keep it up!!!!
At the top of climb oil temp was 250. We'll see how that improves with my latest mods.
Your cooling will get resolved in time I'm sure. Originally, you were speaking about running the cooling through the leading edges in the final product which I think will greatly improve your cooling I do believe. My only concern the would be the strain on the water pump pushing that much volume. It may not have as much effect on the pump as I think, I'm not an expert on fluid mechanics. Initially when you're spoke of running the coolant through the leading edges I was curious as to how well you would be able to maintain temperature, as in maintaining enough heat, hmmm!
Good work Peter, keep pushing
In a closed loop system, the pump doesn't really care if it's pumping 6 gallons or 6000 gallons. It doesn't know the difference, it just keeps doing its thing.
With fluids all that matters is elevation, one you start moving fluids uphill it has to do with the weight of the fluid being pushed up....called the head or lift i believe.
Has to do with impeller design i believe.
@@elishiner9818 You're right, but all that goes out the window once you have a closed loop. The fluid coming down offsets the fluid going up - canceling out the elevation. In a closed system, the 'head' is related to the restriction to flow only.
That's what I figured, but wasn't 100%.sure about it. Same principle in hydraulics (fluids) I guess the initial flow (inertia) when starting would be the hardest on the pump.
@@Auntcankles Unlike hydraulics, most water pumps automotive or otherwise aren't positive displacement. So it's less of a concern. The single hardest thing on water pumps is cavitation.
Very nice flight, thanks for sharing.
Peter, I read something lately that really stuck with me, and I think you should use it in your replies to the nay sayers.
I like the way Im doing it compared to the way youre not doing it.
What will be your top speed in cruise?
That will depend on the final outcome of the cooling.
On this particular airplane.....i believe after this prototype the cooling system will be modified quite a bit from the original form!
But peter is trying to make what he has work and improve it.....changing it all out and estarting is easy to say...but it is a huge task and not to mention cost....
Get what you have to work and i am sure that he has deals made for production based on this bird flying the 40 hours.... so while flying the 40 get the issues sorted and improved and prove the new system on paper based off of our real life findings etc.
@@elishiner9818 "changing it all out and starting is easy to say"
And the temptation to change too many things in one go means you're likely to miss important lessons.
Looking great! Keep up the great work!
Nice relaxing flight!!!
Congratulations! 5K is a benchmark for sure!
It has been awhile since I have seen your videos. (which they have been very interesting). You seem to be switched on and capable (disclaimer - I am a non pilot nor engineer) It is VERY discerning that you have not fixed your heating problem... Why don't you just ask for professional help to fix this heating problem... It seems that you are just guessing to fix this problem. Fly - stop - fix and change - - repeat. I know that you are going to find a solution to this heating problem.. . be safe and happy flying
What is the total hours up on the Raptor?
Thanks Raptorman!
Really fun to watch. keep going!
Are you burning jp4 or auto fuel?really enjoying flying with you.
Major improvement in stability. Good!
It looked like The Pink Panther on the approach. Spectacular flight, solid as a rock.
Whats the prop rpm at cruise?
Engine is 3000, reduction is 1:58:1 so about 1900.
Push it to go faster! It will improve cooling and stability
I would think some flutter testing would need to be done to clear the airframe at higher speeds. I wouldn't just push the nose over to speed up untill its been cleared.
More power = more heat . Free lunches are few and far between in aviation.
that was excellent, loved it,
ok I thought I was over doing the attabits, but hey a landing you walk away from, greased it again, take off, smooth as glass, 1,000,000 attabits and 1 attaboy!!!, note, 1 ah shit wipes the board clean and you have to start over!!!!! Great attitude and engineering!!!! love your thought process and application!!! doesn't hurt to see what others think, but ignore the crap, it is what it is!!! take the good and move on!!!
Thanks.
Peter, I clicked on the video within 2 mins of you publishing it. Already has 24 views ! awesome
Beautiful flight. She's just about dialed in.
Yeah, not really but heading that direction.
You greased that landing. Nice!
Not really, but thanks.
How many hours on the airframe now?
@@geraldmartsy2165 8.5 or thereabouts actually
@Sonny Wheelock No mate. Watch the last 2 or 3 videos in which he states that he has done something like 5 and half or close to that. I also follow his flights in real-time on flightaware and can definitely tell you without a shadow of doubt that he is below 10 hours
7.4 but there is one 0.3h flight you have not see yet.
Excellent!!!
I been intently watching the progression of this piece of beuty awesomeness..... WHEN the powerball/lotto rains money upon me... I will order airframe NUMBER 3 ;) !!!!!!!!!!! just saying ...GO RAPTOR!!! :) and the RaptorTeam!!! :)
(s)he sure seems to fly a WHOLE LOT SMOOTHER than some of the other youtube planes at 120ish knots...... !!
@@alexmikhael5061 With a flight envelope from stall at 85kts and cruise at 120kts it seems like a pretty useless airframe to me?
Very nice flight!!!
Looks very comfortable.
Bravo Peter Bravo
way to go sky pilot!!!
I ran everything through my SS computer and it looks like the speed will top out at 120 kn
Interesting, seeing that it's already cruising faster than that at 60% power. Maybe you forgot to carry the 1. :-P
@@RaptorAircraft "I'm always forgetting some mundane detail!"
Dope
Better stuff, Maynard
Who are the miserable buggers with the thumbs down ?
@Sonny Wheelock WWG1 WGA. :-)
As a non aviator,this community seem to pose a lot of suggestions to just show smart they are. 👎 Most have long been answered if videos had been paid attention to.
As fabricator I pay attention safety, as a engineer/pilot Peter pays attention, hanger rats stay in the hanger and put away your smart ass keyboards.
The flip side to that coin is that when you're as deep into a project as he is, you can really start to miss the forest for the trees. The largely unbiased internet experts, at the very least, can give a lot of inspiration to move past the blindfold. I think Peter has benefited more of the public opinion than he's suffered - or he wouldn't still be posting these.
@@bradley3549 -----👍 , got it
Take the good information and ignore the rest. And you never know when something someone says spins your thoughts in a direction you would not have considered if left to yourself.