I posted a link to the service temperature and modulus data for Delrin in a comment on the last video. Anyone with any engineering sense would have seen from that information that Delrin is an unsuitable material for this application. My comment was later deleted.
If there are comments being deleted because they merely challenge the engineering, I think that there are many more major mistakes to be made with this aircraft.
Bjarne Värme Yes, no doubt that Rv6evguy is sharp concerning serial compounding turbos for his Petrol Subaru aircraft conversion engine, with nice intercoolers looks top notch to me... That being said Peter did his homework for serial compounding the 3L TDI Turbos... I don't think Muller is attempting to produce a race aircraft with Raptor... The Raptor's target is to have a service ceiling of FL-24 and sip fuel at 7~11 GPH... To my experience with turbo charging diesels this reflects a planned target of Raptor's diesel power plant producing between 140 ~ 210 Horse Power @ Fl-24 continuously with reserve HP... Long range roomy luxury cruiser capable of tracking groundspeeds well over 200 Kts. with a pressurized cabin... From my calculations with the turbos that Peter is employing it appears to me he has nailed his intent. The Intercooler/s shouldn't be a problem to get dialed in, once Peter progresses in his flight testing to higher altitudes. At FL-24 the temp is about -32.5 C / -26.6 F most of the time with tail winds traveling from West to East most of the time facilitating ground speeds of over 200 ~ 230 Kts though the corrected IAS of the aircraft is indicating only 100 Kts. when traveling in North America. The difference at the end of the day is fuel economy 11.8 MPG with existing aviation petrol powerplants Vs 29 MPG with Raptor's Diesel Power Plant... With engineering turbos it's a balancing act between intention of wasting fuel with high speed or cruise economy. Personally I like cruise economy... When we up the boost for speed we end up spending lots of money paying for the fuel only saving just a little time... Cheers
@@richard8181 , Nope... I disagree Peter's specs with his turbocharger series combination will do the job as he intended... Just not to RV6EVGuy's preferences... Raptor a luxury cruiser with reserve power vs RV6 No reserve pylon racer... RV6 knows petrol SI turbocharged engines... 🤔To categorically across the board claim that the turbo setup for Raptor is wrong I would find insulting. From my point of view, RV6evguy presenting a Man 3 stage compressor designed to pump Co2 from gas to liquid is horribly misleading. RV6evguy compounding sizing turbo theory with an aircraft designed for above FL- 40 operations isn't spot on either...Interesting information however not applicable to CI Diesel design at FL-24... Sea level ~ Fl-18 expect 1 ~ 1/2 atmosphere ambient temps range from +15 C ~ - 28.7, FL-18 1/2 atmosphere ~ ambient temp -29.7 C and FL - 24 ~ 1/3 atmosphere ~ ambient temp - 32.5 C... When you work with real dynamic numbers for benchmarks you can see what to expect at altitude... Balancing coolers to drag is part of the experimental process with negotiation of desired balance of result... Not right or wrong just a difference of opinion of reserve or no reserve horsepower and the resultant drag of cooling 400 HP continuously... or cooling say 250 HP continuously with reserve... The Constellation aircraft used this strategy and it worked crushing other competitors with piston engine performances with efficiency, lower maintenance cost and quiet reserve... For many years! Thermal combination compression influence totaling less than 180 F... Requiring relatively little inter-cooling... At FL-26 performance will degrade rapidly however that's not part of the intended envelope profile for Peter's creation of Raptor. When operating above FL-26 an inversion takes place that axial turbines, symmetrical centrifugal volumetric velocity compressors, blowers, superchargers facilitate better than what a single turbo or turbo combinations can offer... Many folks talk Turbo synonymously with turbines, symmetrical volumetric flow centrifugal velocity compressors (Turbochargers)... The difference? Symmetrical centrifugal compressors, blowers and superchargers won't/don't create vacuum. Turbo effect is facilitated by asymmetrical volute housed centrifugal impellors that employ both centripetal suction on the intake side driving increased velocity at discharge side, increasing both intake and discharge velocities simultaneously...
I've found many name brand turbo products to be just symmetrical volumetric flow centrifugal velocity compressors driven by symmetrical volumetric flow centrifugal velocity compressors... Not as efficient as true turbo technology in some applications... These are generally marketed as Turbochargers...
They work to facilitate boost when applied with specific parameters... However for me to say he need not employ a Turbocharger but to employ only dual volute Turbo series compounded with a duel volute Turbo would also be insulting... Many tricks in the trades that waste fueled energy... I mix and match regularly with variable results with all types of these units for the marine propulsion industry. Your mileage may vary😉 Cheers
Hi @@robertkramer621 , Yes I know I cast yarns of word salads. If your referring to RV6evguy's analysis as dispassionate concerning serially compounding turbos for converting automotive CI Diesels to aviation powerplants. Verses my response seeming somehow emotional to you. Honestly I have no horse in this race! I believe that RV6evguy does. He has created a business with his Subaru petrol system and pushing that engine to top horsepower for pylon racing. The horse race is similar to the war of the currents that Edison and Tesla demonstrated in their marketing campaign to win contracts. Edison wanted DC because he had commodity business interest in copper. DC meant bigger wire to handle the DC current so he promoted it. Tesla on the other hand with 3 Phase alternating current proved that with higher voltage that smaller wire could facilitate more work with higher efficiently. Axial turbines and centrifugal compressors fueled by Jet A are most efficient per pound powering ships, generators and fixed wing aircraft when loaded with cargo or people. Turbine engines have proven reliability with a remarkable service history and economic fuel consumption per cargo weight and passenger mile. The numbers don't work economically efficiently with 4 ~ 6 place aircraft. Look at the P-51 Long Nose Thunder Experimental aircraft propelled by the 601 Walter Turbine. This is a single place aircraft that is very fast delivering a cruise of 220 kts IAS at 12,500 MSL trading fuel for distance at the rate of 4.3 gallons every 22 nautical miles of distance progression every 6 minutes... When the math is worked the average MPG is 5.88 MPG on a thousand mile trip employing an engine that can carry 16 people for single pilot work is a luxury expending 170 gallons to do the work. Aluminum block CI piston diesels have arrived with proven reliability rivaling turbines. (We have 20 years data) almost the same weight as their air-cooled counterparts capable of delivering twice the usable horsepower of their same weight petrol fueled counterparts. Same weight engines but the diesel is capable of providing twice the propulsion. I spend time in the marine industry working with turbo boosted CI diesel propulsion. My experience with boosting diesels is that KWH output rockets compared to boosting petrol engines. CI Diesels have reserve torque because of the much higher compression ratios. When we boost CI diesels to max design horsepower they respond with increased overall torque delivering Higher KWH output which equates to more heat. In the marine industry ambient cool water is available and working with intercoolers we can cool any part of the system without creating additional drag. Balancing the economics of fuel burn of 7 ~ 11 GPH fuel flow is exciting to me in a 4~5 place aircraft. Capable of doing the same work at FL-24 that the Walter 601 Turbine requires 43 GPH to do. I wasn't aware till first viewing Raptor in June of 2020 that diesel pistons were so efficient at propelling light aircraft... With Peter's application he has available twice the power he actually needs so he can afford to operate it at lower horsepower boost settings to conserve fuel and reduce heat. It will become clear as he progresses with altitude test through 12,500 (- 1.6 Atmosphere) Then FL-18 (-2 Atmosphere) and finally FL-24 (-2.58 Atmosphere) The demonstrations at 5,500 (- 1.22 Atmosphere) Look good to me. I know he has enough boost at this point balanced to his intended fuel flow and that's not the problem. He has enough room in Raptor to add as much radiators/intercoolers/oil coolers as he wants to achieve his thermal cooling objectives. My future is calibrated these days to do a similar Experimental aviation work employing a marine 3 L V-6 CI diesel except similar weight to the Audi 3L TDI with a more conventional all composite aircraft that I prefer for personal use. I'm not wanting to create another business like Peter or Rav6evguy. I'm inspired by both guys but I have my plans are coming together to produce for myself what I've found lacking with conventional certified aircraft and other experimental machines. This will be my 3rd aviation experimental to produce. Cheers
Why change what was working correctly? The engine ran out of oil and caused the propshaft to gall. This happens almost every time a PT6 or Continental runs out of oil. That transfer sleeve is exactly like a PT6. It’s not a material problem, just a lubrication problem. I commented earlier saying to check this because I’ve seen it time after time. Please change the bearings too, they are prone to failure.
I totally agree. What he had was working fine untill he lost oil pressure. The shaft collar and berings should be replaced. Would hate to see that shaft break. At a minimum the shaft should be polished and NDI'd.
I just found your Channel. I'm afraid I'm going to be up all night watching your videos. You sir are awesome. Dam, I just found the comments section and I'm afraid I'm going to have to take the day off work tomorrow to read them. Oh wait, I'm retired haha😁
Peter every time you make changes to the oil pitch change housing I get worried for you. I reminded of the P-3 aircraft that had a Babbitt surface failure causing loss of pitch change and ultimately causing an over speed on the engine requiring them to ditch off the Alaskan coast. I know these two systems are inherently different but I’m still worried for you and the design. If everything goes Tango Uniform please make sure your able to lock the pitch. I know your moving the Raptor program along and taking each issue as they arise and for that you have a large following because most aircraft developers would never have the moxie to put themselves out here on the web for everyone to judge. You have earned a lot of peoples respect for that alone! Kudos Sir! Please make sure to the best of your abilities that you can pitch-lock those blades if by chance you loose controlling oil pressure. Cheers Peter we’re here for you.
@@patrickroher4760 - not quite Tango Uniform yet but close. I know how much testing that goes into a prop pitch control systems and I’m worried that making such major changes without running it through some bench testing is a high risk. This design may be patterned off an existing design so there’s lower risk but IDK and I’m worried for him.
Although I originally thought the Audi turbodiesel was a stellar idea, the issues you're facing may never be resolved or cause something unexpected. What about a 540 or 550? I have been watching your videos for the last year or so and feel your pain.
At the risk of sounding like a jerk, which is not at all my intention. Peter, sir, I don’t believe I would be willing to bet any further on a prop shaft that exhibits scoring / galling regardless of the bushing type or bearing point location. Seriously consider having that shaft examined or at the least machined back to clean material. I do believe that bronze will be a superior material choice for that bushing location and type. I also concur that having the ability to ‘lock’ a pitch independent of the oiling system in the event of a failure adds a critical layer of system safety. That’s the extent of my constructive criticism. I sincerely appreciate all you have done and the additional time you have spent to document the process of your build. I enjoy seeing the videos, it takes enviable stones to publish the bad right along side the good.
Electric pitch control is generally used when there is no other option or as a last resort. The difference in operation between hydraulic and electric is considerable. Anything Peter can do to prevent having to go to electric is justified, coming from someone who used to have electric pitch control.
My hobble opinion petter is that you should used a certified engine to test your airframe design first, and add the engine to your proved airframe after you know that you airframe is good. Take care.
@Marvi Wilson Marvin, That is correct, but changing the power plant design is very common on experimental or certified aircraft, not impossible to do, and at this point it’s my believe will be probably faster for the project and safer for him.
I gave the same opinion a few years ago, when the project was still in the phase of laminating parts of the structure. He was not at all receptive to my suggestion... I personally doubt that the altitude and speed goals will be achieved with this engine. A lot of other little things are also accumulating in this project. I will not risk being misinterpreted again and creating a state of animosity. All that remained was to pray for his success... Godspeed!
It's not fun reinventing the wheel... There're many good design reduction gear that can be applied here, without taking the risk of engine out emergency landing or worse!
Hello Peter. I commented regarding the Delrin on your last video; I maintain my opinion that this is simply not the right material for this application. Sintered bronze seems to be a much better solution. I'd suggest you contact Joe Pieczynski of Advanced Innovations in Austin, TX. Joe has extensive experience in prototyping, is an amazing machinist, and is generally an all-around mechanical genius / wizard. You may not have seen his CZcams channel, but if you took the time to look into him a little, you might appreciate what he may be able to offer; his CV is quite impressive. Thank you again for allowing us to follow along with your challenges and successes; I, for one, very much appreciate it. Very best regards, Jon Crawford
If the shaft is scored, why not machine off a few thousandths while you've got it torn down, then reduce the ID of the new bronze part by a similar amount...
I have to admit that this looks so awesome in the specs..but you have been working on it for 6 years now so my question here is will it ever hit the market as a working plane?
I know nothing about this space compared to many here. But I do understand the points expressed. Doug I was wondering the same ... but correct me if I am wrong (anyone could) ... Doesn't development take so long? ... it is just that we are aware of every move(mostly) Peter makes is because he has been putting it out there. 1. So how long on average does it take for a new concept to hit market? 2. Putting it out there can be a real challenge ... taking and leaving advice, suggestions and ideas can be a real _itch! It could work totally against your commercial interests. Thoughts?
@@nevillecreativitymentor I have no commercial interests in this..but on the other hand Boeing says about 4 years and 2 months from design to market(might explain why they have one grounded right now).I also realize that there is a lot of difference between huge company and small developer but i am excited to see if the finished product meets the specs(distance and speed)that are put out for it also see a finished interior on this bird it will be truly awesome if it does and really roomy.Much more so then a Velocity which i admire very much.
Having an oil fed prop on a belt driven reduction unit is a big issue. In a direct drive situation oil flows through the crankshaft straight into the prop hub.
Go thru the end of the prop shaft. Its easier to pressurize. And the fittings are off the shelf from case or kubota they are used in the heavy equipment industry.
Good choice of 660 bronze.. Way better material for this application than delrin. Coefficient of thermal expansion and surface hardness play a large part in material selection for this particular application, as you certainly realize. Material strength at elevated temperatures is also in play when designing critical parts such as the reduction drive's lubrication, propeller pitch control mechanism, and oil circulation systems. There may be many other good choices for this application including any of many sintered bronze products, which offer great thermal stability, preloaded with oil / teflon / graphite or a number of other lubricating and anti wear ingredients.
Truth be told I didn't like the look of that hard shore polymer from the get as a gasket. But I felt it was worth a try. How do you feel about making a gasket out of say permatex high temp red and a mold of the inner parts of that redrive. From the mold you can drill out the passages to circulate oil where it needs, but mainly a bypass since it is seeing so much pressure. I remember the vanos assembly on my e46 kept leaking oil from a complex wire gasket circuit. I bought a new gasket, dipped it in rtv red and it aint leaked since. Just a thought also do you think the gasket is taking the load between the redrive and the engine vibrations since I remember its mounted as a hard point not to the engine right?
Engineering and prototyping anything as complex as an airplane is a great challenge for a large, talented group of administrators, engineers and technicians. You have demonstrated that you personally have the perseverance and ingenuity of a large, talented group as described above. I wish you the best on your continuing quest. Keep up the hard work! If your efforts result in anything close to your dreams / performance objectives for the Raptor, then your efforts will change the world! I'll continue to follow your development efforts and appreciate your dedication to task.
If I was building an airplane with a Diesel engine I would look for an engine that had a peak torque close to 2900 rpm so I wouldn’t have to use a reduction system. Lots of diesel do this!
Why not reduce the diameter of the drain holes? Perhaps drill out the center of the plugs that you are going to install? They two smaller holes appear to be the same diameter of the inlet, which means they are having to drain at half the volume of the inlet. So are they too big to build pressure?
It would appear that you are certainly able to hold the pressure. Respect to you for sheer doggedness and ability to take the knocks. Glad you've decided on a bronze bush in there.
It will become obvious I am not a materials engineer, but, I've seen worse on TV. Would reducing the thickness of the "plastic" and surrounding it with a steel sleeve keep the plastic compressed enough to maintain the seal? My thought is the steel wouldn't heat/expand as much as the plastic, keeping it tightly compressed. Perhaps a steel sleeve of an appropriate diameter already exists, perhaps requiring a reduction in the OD of the plastic seal.
I don’t know how you do it, I would have given it up by now and brought some people in to help. But I really do look up to you Peter, I think you are amazing the way you just chip away with it. I still will back you 100 percent. Amazing, bloody amazing. 😎😎
Might I suggest giving Smalley Labyrinth seals a try. This is similar to the seal rings used in turbo charger bearing housings that run a hundred thousand RPMs.
The selection of power plant (with associated complex and ill-conceived turbo system, and failure-prone, complex redrive system) is this project's Achille's heel, both literally and figuratively.
@Marvi Wilson Nope. Disagree. Many recognized aviation experts have pointed out to Peter shortcomings in his design, particularly in the engine, turbo design and redrive implementations. Peter ignores them and continues to do things "his way" and the result is overheating, blown up engines, an underpowered and overweight prototype, and years-long delays in the program. Part of design and prototyping is utilizing recognized engineering best practices in your design. He's not doing this. Repeatedly.
@Marvi Wilson "This is a prototype" does not justify abandoning known best practices and ignoring known design limitations. It's becoming a nauseating refrain. It predictably adds time and cost to the project. Peter is one of only a few people surprised the Delrin collar failed. Had he made an informed materials decision in the first place he wouldn't be wasting money and time having someone machine that part again from proper material. Unfortunately, these poor decisions are more more common than not.
@@ScottsSynthStuff Looking through the history of aircraft design by big engineering firms with a lot of money and teams of professional engineers- your right, all of their planes worked perfectly first time. Yup, says right here that no test pilots have ever been killed because every single airplane just flew right off the assembly line as designed. While I am not an engineer, just cursory look through the history of aircraft design kinda kills whatever point your trying to make- that some dude designing and building a prototype airplane is just going to work if he thinks about it hard enough or takes advice from a team of people. Just ask Boeing about their Boeing 737-200.
@@tread140 I think that somewhere in between the two approaches (just use established engineering practices vs. totally on me bob) is appropriate here.. but that is not what is being done.. so there'a a bit of both of your opinions that are very valid here. The turbo bugs me. And how have oil cooling/lubrication of redrives been done in the past??
Iam sure that would as well , I just have lots of friends in the pump and impeller repair and it seems like a common combination when Iam at there machine shop
Nope. They don't want their PSRU on a diesel engine. From their website: "We do not advocate the use of a diesel engine in an experimental aircraft. Our educated opinion is that the engine compression strokes are so violent that they would likely tear up the PSRU, or any other one for that matter. Our PSRU has proven to be the toughest one around and we would not put in on a diesel under any circumstances because of the engine power pulses....We feel so strongly about this that we will not sell any drive of ours to anyone planning to use it on a diesel engine."
@@ick79 No problem! Most of us are here to learn! But the comments from Auto PSRUs are telling... one of the best in the business with lots of hours on their products and they won't undertake a diesel.
RED Aircraft GmbH, in Germany, have solved this problem although it took 10 years of R&D. They designed and today manufacture a geared reduction drive for the Audi/VW V12 diesel which is rated at 600 HP. In 2014, that diesel engine and reduction drive was also fully certified for use in aircraft, by EASA in Europe, and there is the right to reciprocal certification by the FAA. Peter just has to buy it off the shelf, bolt it on, fit it, forget it and then get the turbocharger setup fixed up. Time to stop reinventing the wheel! red-aircraft.com/ red-aircraft.com/product/
We use it my industry as an alternative to metal babbit on bearings. It is temperature stable even when exposed to hot oil. Kindly love from Bangladesh sir Ross.
@@dangryder6050 Thanks for that reality check. Good to know it is actually used for this application. PEEK is a fabulous modern material. Chemically impervious and keeps rigidity to high temperatures. I just wish it was cheaper! Do you use the glass fiber reinforced version? I did a little checking on thermal coefficient of expansion and with glass fiber reinforcement the TCE is even lower. Though I would worry about abrasion from exposed bits of glass After, a little more thinking.... perhaps the optimal TCE is to match the TCE of the rest of the mechanism to maintain a semi-stable gap. At a minimum something that doesn't soften at operational temperatures. I still like the idea of using PEEK and Laura's data point of actual industrial use for this exact application is pretty compelling. Good luck Peter. Engaging the hive mind is a powerful tool. Though you need to be strong to not be overcome by the criticisms. As well as wise and humble to pick out the gems.
Peter for this application try Interstate Plastics "PTFE" instead of Delrin... PTFE is good to 326.85 C Vs 175 C Delrin and is great for high temps. It's considered a high density rubber Teflon material however it machines like Delrin and holds closer tolerances when heated. Its available up to 5" thick. Cheers
@@rustyshackleford7022 , Typically they were developed as a metal alternatives. POM melts @ 347°F (175°C) Compared to PTFE melts @ 620.33°F (326.85°C) I've employed both in various similar applications and if temperature isn't a problem I employ POM which is soft. If I need more hardness, longevity and high heat resistance for my application I employ PTFE. Marketed in formed thick sheet goods 10' X 5' X 5" Both are engineering thermoplastic used in precision parts requiring high stiffness, low friction, and excellent dimensional stability. As it is with many other synthetic polymers. Both base formulations are wet resins and cold flow in the manufacturing process and mold like fiberglass resin. Polytetrafluoroethylene ~ PTFE ~ Chemical formula: (C2F4)n AKA Teflon. Teflon was developed as a resin as was its cousin Delrin AKA Polyoxymethylene ~ POM ~ Chemical formula: (CH2O)n, also known as acetal, polyacetal, and polyformaldehyde. Both are marketed by Dupont. Though both Teflon and Delrin are registered trade name brandings of Dupont, they are produced by different chemical firms today with slightly different formulas and sold variously by such names as Delrin ~ POM, Teflon ~ PTFE, Kocetal, Ultraform, Celcon, Ramtal, Duracon, Kepital, Polypenco, Hostaform and a few other names coupled with their respective chemical compound names. PTFE is a denser material than POM and both are used in the commercial food service business primarily as Cutting Boards and Kitchen Knife Handles. Examples: Teknor Apex brandings are Sini-Tuff AKA ~ PTFE and Plasti-Tuff AKA ~ POM... Cheers
In short yes it will work. However the fact that it has a melting point lower than its surrounding materials is still not ideal. But about 5x better than delrin.
@@rustyshackleford7022 , More diatribe just for you! 🤣🤣🤣 Long answer. Wow that was a loaded flame… PTFE is what I employ when POM fails. My go to alternate plan “B” for the prototyping. Terming POM as a bronze solution for this application in my personal experience is like flying a mountain range without ability to turn to the valley in case of a downdraft or the inability to drop ballast weight… Yes a trajectory of definition is PTFE (cold flows) in that it’s solid state has less formed memory than POM in competitive diagonal / parallel loading applications related to structural fastening in chemical pump designs. That being said… There exists the “Rest Of The Story!” This application is perpendicular loading and the PTFE memory will hold its shape better with closer tolerances without distortion at the higher temperatures imposed by hot engine oil compounded by the friction of the shaft than POM can endure at those temperatures. My time with Legioneering - Precision Agriculture Specialist (DLSMES) Design Longevity Service Material Employment Solutions - A large bailiwick portion of my engineering discipline concerns designing/redesigning specialty pumps for a plethora of applications. Sometimes my diatribe answers are formulated to identify reception of definition. The words (cold flow) in my domain of expertise can be interpreted and received 9 different ways. Yes or No simple answers relationships with (cold flow) compound wording are dependent on the materials that are being pumped and the reactance of loads within the system be them linear, perpendicular, parallel, side, compression, tension, torsion and bending. In my world, HE ~ Au I pump active/inert/organic/inorganic/elements consisting of various viscosities of compounded materials subjected to broad ranges of; PH, densities, temperatures, in known various physical states ~ gas, liquid, solids and plasmas. With my clients, I prefer to posture materials, I may recommend for a prospective applications to be aware what works for me. I’ve found that ceramic coatings are the key to longevity. PTFE is a primary ingredient for (LQFS&L) lighter, quicker, faster, stronger and longevity. Indoctrination and education are two realms folks like me decipher. The profit I seek is consuming the least amount of energy and physical materials to get physical work employed at (RMCP) Raw Materials Commodity Pricing without disrupting established commerce. Peter may not respond however I’ve found that he is aware of many things and does listen. He has laboriously developed his own strategies related to his creation of RAPTOR with his personnel focused intent for this monumental project. I’m thankful that he has openly been able to share his journey with his Vlogs. I’ve learned much from this man as he has progressed. Like me he doesn’t waste time with the indoctrinated naysayers. Cheers
@@rustyshackleford7022 , I wasn't aware that he had decided to employ bronze... If the shaft were smaller I might mix me a batch of my composite liquid metal... Wow just had an idea... Needle bearings... That's the ticket... What do you think?
Thanks a lot for the update, hoping the (Bronze) will do the job and you can carry on, as you said prototypes take a lot of efforts and testing and of course money to make sure that production unit is reliable , tuning for the coming upload, with my best wishes.
I posted a link to the service temperature and modulus data for Delrin in a comment on the last video. Anyone with any engineering sense would have seen from that information that Delrin is an unsuitable material for this application. My comment was later deleted.
That has happened to more than one of us, I am afraid.
Delusion is a strong coping mechanism, unlike Delrin.
Yep. Comments tend to get deleted.
Yep I had a comment deleted also🤔👎🇦🇺
If there are comments being deleted because they merely challenge the engineering, I think that there are many more major mistakes to be made with this aircraft.
Any comment about the turbo guy that had some input about your choice of turbos? Rv6evguy sounds like he knows a thing or two about turbos.
It's been at the top of my mind regarding this project. They normally are two sizes and are spec'ed using RV guy's design.
Bjarne Värme
Yes, no doubt that Rv6evguy is sharp concerning serial compounding turbos for his Petrol Subaru aircraft conversion engine, with nice intercoolers looks top notch to me... That being said Peter did his homework for serial compounding the 3L TDI Turbos... I don't think Muller is attempting to produce a race aircraft with Raptor... The Raptor's target is to have a service ceiling of FL-24 and sip fuel at 7~11 GPH... To my experience with turbo charging diesels this reflects a planned target of Raptor's diesel power plant producing between 140 ~ 210 Horse Power @ Fl-24 continuously with reserve HP... Long range roomy luxury cruiser capable of tracking groundspeeds well over 200 Kts. with a pressurized cabin... From my calculations with the turbos that Peter is employing it appears to me he has nailed his intent. The Intercooler/s shouldn't be a problem to get dialed in, once Peter progresses in his flight testing to higher altitudes. At FL-24 the temp is about -32.5 C / -26.6 F most of the time with tail winds traveling from West to East most of the time facilitating ground speeds of over 200 ~ 230 Kts though the corrected IAS of the aircraft is indicating only 100 Kts. when traveling in North America. The difference at the end of the day is fuel economy 11.8 MPG with existing aviation petrol powerplants Vs 29 MPG with Raptor's Diesel Power Plant... With engineering turbos it's a balancing act between intention of wasting fuel with high speed or cruise economy. Personally I like cruise economy... When we up the boost for speed we end up spending lots of money paying for the fuel only saving just a little time... Cheers
@Will Hibbard II .... Basic thermo dynamics are that and you have to work with them. The current setup is wrong that’s it. 🤔
@@richard8181 , Nope... I disagree Peter's specs with his turbocharger series combination will do the job as he intended... Just not to RV6EVGuy's preferences... Raptor a luxury cruiser with reserve power vs RV6 No reserve pylon racer... RV6 knows petrol SI turbocharged engines... 🤔To categorically across the board claim that the turbo setup for Raptor is wrong I would find insulting. From my point of view, RV6evguy presenting a Man 3 stage compressor designed to pump Co2 from gas to liquid is horribly misleading. RV6evguy compounding sizing turbo theory with an aircraft designed for above FL- 40 operations isn't spot on either...Interesting information however not applicable to CI Diesel design at FL-24...
Sea level ~ Fl-18 expect 1 ~ 1/2 atmosphere ambient temps range from +15 C ~ - 28.7, FL-18 1/2 atmosphere ~ ambient temp -29.7 C and FL - 24 ~ 1/3 atmosphere ~ ambient temp - 32.5 C... When you work with real dynamic numbers for benchmarks you can see what to expect at altitude... Balancing coolers to drag is part of the experimental process with negotiation of desired balance of result...
Not right or wrong just a difference of opinion of reserve or no reserve horsepower and the resultant drag of cooling 400 HP continuously... or cooling say 250 HP continuously with reserve... The Constellation aircraft used this strategy and it worked crushing other competitors with piston engine performances with efficiency, lower maintenance cost and quiet reserve... For many years!
Thermal combination compression influence totaling less than 180 F... Requiring relatively little inter-cooling... At FL-26 performance will degrade rapidly however that's not part of the intended envelope profile for Peter's creation of Raptor. When operating above FL-26 an inversion takes place that axial turbines, symmetrical centrifugal volumetric velocity compressors, blowers, superchargers facilitate better than what a single turbo or turbo combinations can offer...
Many folks talk Turbo synonymously with turbines, symmetrical volumetric flow centrifugal velocity compressors (Turbochargers)... The difference? Symmetrical centrifugal compressors, blowers and superchargers won't/don't create vacuum.
Turbo effect is facilitated by asymmetrical volute housed centrifugal impellors that employ both centripetal suction on the intake side driving increased velocity at discharge side, increasing both intake and discharge velocities simultaneously...
I've found many name brand turbo products to be just symmetrical volumetric flow centrifugal velocity compressors driven by symmetrical volumetric flow centrifugal velocity compressors... Not as efficient as true turbo technology in some applications... These are generally marketed as Turbochargers...
They work to facilitate boost when applied with specific parameters... However for me to say he need not employ a Turbocharger but to employ only dual volute Turbo series compounded with a duel volute Turbo would also be insulting...
Many tricks in the trades that waste fueled energy...
I mix and match regularly with variable results with all types of these units for the marine propulsion industry. Your mileage may vary😉 Cheers
Hi @@robertkramer621 , Yes I know I cast yarns of word salads. If your referring to RV6evguy's analysis as dispassionate concerning serially compounding turbos for converting automotive CI Diesels to aviation powerplants. Verses my response seeming somehow emotional to you. Honestly I have no horse in this race! I believe that RV6evguy does. He has created a business with his Subaru petrol system and pushing that engine to top horsepower for pylon racing.
The horse race is similar to the war of the currents that Edison and Tesla demonstrated in their marketing campaign to win contracts. Edison wanted DC because he had commodity business interest in copper. DC meant bigger wire to handle the DC current so he promoted it. Tesla on the other hand with 3 Phase alternating current proved that with higher voltage that smaller wire could facilitate more work with higher efficiently.
Axial turbines and centrifugal compressors fueled by Jet A are most efficient per pound powering ships, generators and fixed wing aircraft when loaded with cargo or people.
Turbine engines have proven reliability with a remarkable service history and economic fuel consumption per cargo weight and passenger mile. The numbers don't work economically efficiently with 4 ~ 6 place aircraft.
Look at the P-51 Long Nose Thunder Experimental aircraft propelled by the 601 Walter Turbine. This is a single place aircraft that is very fast delivering a cruise of 220 kts IAS at 12,500 MSL trading fuel for distance at the rate of 4.3 gallons every 22 nautical miles of distance progression every 6 minutes... When the math is worked the average MPG is 5.88 MPG on a thousand mile trip employing an engine that can carry 16 people for single pilot work is a luxury expending 170 gallons to do the work.
Aluminum block CI piston diesels have arrived with proven reliability rivaling turbines. (We have 20 years data) almost the same weight as their air-cooled counterparts capable of delivering twice the usable horsepower of their same weight petrol fueled counterparts.
Same weight engines but the diesel is capable of providing twice the propulsion.
I spend time in the marine industry working with turbo boosted CI diesel propulsion. My experience with boosting diesels is that KWH output rockets compared to boosting petrol engines. CI Diesels have reserve torque because of the much higher compression ratios. When we boost CI diesels to max design horsepower they respond with increased overall torque delivering Higher KWH output which equates to more heat. In the marine industry ambient cool water is available and working with intercoolers we can cool any part of the system without creating additional drag.
Balancing the economics of fuel burn of 7 ~ 11 GPH fuel flow is exciting to me in a 4~5 place aircraft. Capable of doing the same work at FL-24 that the Walter 601 Turbine requires 43 GPH to do.
I wasn't aware till first viewing Raptor in June of 2020 that diesel pistons were so efficient at propelling light aircraft... With Peter's application he has available twice the power he actually needs so he can afford to operate it at lower horsepower boost settings to conserve fuel and reduce heat. It will become clear as he progresses with altitude test through 12,500 (- 1.6 Atmosphere) Then FL-18 (-2 Atmosphere) and finally FL-24 (-2.58 Atmosphere)
The demonstrations at 5,500 (- 1.22 Atmosphere) Look good to me. I know he has enough boost at this point balanced to his intended fuel flow and that's not the problem. He has enough room in Raptor to add as much radiators/intercoolers/oil coolers as he wants to achieve his thermal cooling objectives.
My future is calibrated these days to do a similar Experimental aviation work employing a marine 3 L V-6 CI diesel except similar weight to the Audi 3L TDI with a more conventional all composite aircraft that I prefer for personal use. I'm not wanting to create another business like Peter or Rav6evguy.
I'm inspired by both guys but I have my plans are coming together to produce for myself what I've found lacking with conventional certified aircraft and other experimental machines.
This will be my 3rd aviation experimental to produce. Cheers
Why change what was working correctly? The engine ran out of oil and caused the propshaft to gall. This happens almost every time a PT6 or Continental runs out of oil. That transfer sleeve is exactly like a PT6. It’s not a material problem, just a lubrication problem. I commented earlier saying to check this because I’ve seen it time after time. Please change the bearings too, they are prone to failure.
I totally agree. What he had was working fine untill he lost oil pressure. The shaft collar and berings should be replaced. Would hate to see that shaft break. At a minimum the shaft should be polished and NDI'd.
I just found your Channel. I'm afraid I'm going to be up all night watching your videos. You sir are awesome.
Dam, I just found the comments section and I'm afraid I'm going to have to take the day off work tomorrow to read them. Oh wait, I'm retired haha😁
Peter every time you make changes to the oil pitch change housing I get worried for you. I reminded of the P-3 aircraft that had a Babbitt surface failure causing loss of pitch change and ultimately causing an over speed on the engine requiring them to ditch off the Alaskan coast. I know these two systems are inherently different but I’m still worried for you and the design. If everything goes Tango Uniform please make sure your able to lock the pitch. I know your moving the Raptor program along and taking each issue as they arise and for that you have a large following because most aircraft developers would never have the moxie to put themselves out here on the web for everyone to judge. You have earned a lot of peoples respect for that alone! Kudos Sir! Please make sure to the best of your abilities that you can pitch-lock those blades if by chance you loose controlling oil pressure. Cheers Peter we’re here for you.
"Tango Uniform." I'm having a feeling these are substitute words.🤔
@@patrickroher4760 - not quite Tango Uniform yet but close. I know how much testing that goes into a prop pitch control systems and I’m worried that making such major changes without running it through some bench testing is a high risk. This design may be patterned off an existing design so there’s lower risk but IDK and I’m worried for him.
Coefficient of temperature expansion for plastics is huge, thanks for the great video
Although I originally thought the Audi turbodiesel was a stellar idea, the issues you're facing may never be resolved or cause something unexpected. What about a 540 or 550? I have been watching your videos for the last year or so and feel your pain.
At the risk of sounding like a jerk, which is not at all my intention. Peter, sir, I don’t believe I would be willing to bet any further on a prop shaft that exhibits scoring / galling regardless of the bushing type or bearing point location. Seriously consider having that shaft examined or at the least machined back to clean material. I do believe that bronze will be a superior material choice for that bushing location and type.
I also concur that having the ability to ‘lock’ a pitch independent of the oiling system in the event of a failure adds a critical layer of system safety. That’s the extent of my constructive criticism.
I sincerely appreciate all you have done and the additional time you have spent to document the process of your build. I enjoy seeing the videos, it takes enviable stones to publish the bad right along side the good.
I think it might be time to consider electronic pitch control for the prop, wouldn't hurt to look...
Electric pitch control is generally used when there is no other option or as a last resort. The difference in operation between hydraulic and electric is considerable. Anything Peter can do to prevent having to go to electric is justified, coming from someone who used to have electric pitch control.
Is there even an option available for the amount of power this engine produces?
@@buckmurdock2500 Hey it worked in 1903!
Hmmm... Was my comment about the turbo-chargers deleted? If so, why?
My hobble opinion petter is that you should used a certified engine to test your airframe design first, and add the engine to your proved airframe after you know that you airframe is good.
Take care.
@Marvi Wilson Marvin, That is correct, but changing the power plant design is very common on experimental or certified aircraft, not impossible to do, and at this point it’s my believe will be probably faster for the project and safer for him.
Complexity is the way of big trouble. You have too much relying on fickle technology.
I gave the same opinion a few years ago, when the project was still in the phase of laminating parts of the structure. He was not at all receptive to my suggestion... I personally doubt that the altitude and speed goals will be achieved with this engine. A lot of other little things are also accumulating in this project. I will not risk being misinterpreted again and creating a state of animosity. All that remained was to pray for his success... Godspeed!
@@ATECZephyr just about every airport has Jet-A fuel which runs fine in a Diesel engine...
It's not fun reinventing the wheel...
There're many good design reduction gear that can be applied here, without taking the risk of engine out emergency landing or worse!
Hello Peter.
I commented regarding the Delrin on your last video; I maintain my opinion that this is simply not the right material for this application. Sintered bronze seems to be a much better solution. I'd suggest you contact Joe Pieczynski of Advanced Innovations in Austin, TX. Joe has extensive experience in prototyping, is an amazing machinist, and is generally an all-around mechanical genius / wizard. You may not have seen his CZcams channel, but if you took the time to look into him a little, you might appreciate what he may be able to offer; his CV is quite impressive.
Thank you again for allowing us to follow along with your challenges and successes; I, for one, very much appreciate it.
Very best regards,
Jon Crawford
If the shaft is scored, why not machine off a few thousandths while you've got it torn down, then reduce the ID of the new bronze part by a similar amount...
I have to admit that this looks so awesome in the specs..but you have been working on it for 6 years now so my question here is will it ever hit the market as a working plane?
I know nothing about this space compared to many here. But I do understand the points expressed. Doug I was wondering the same ... but correct me if I am wrong (anyone could) ... Doesn't development take so long? ... it is just that we are aware of every move(mostly) Peter makes is because he has been putting it out there.
1. So how long on average does it take for a new concept to hit market?
2. Putting it out there can be a real challenge ... taking and leaving advice, suggestions and ideas can be a real _itch! It could work totally against your commercial interests. Thoughts?
@@nevillecreativitymentor I have no commercial interests in this..but on the other hand Boeing says about 4 years and 2 months from design to market(might explain why they have one grounded right now).I also realize that there is a lot of difference between huge company and small developer but i am excited to see if the finished product meets the specs(distance and speed)that are put out for it also see a finished interior on this bird it will be truly awesome if it does and really roomy.Much more so then a Velocity which i admire very much.
There have been hydraulically actuated variable pitch props since the 1920s according to Wikipedia. Why is this a problem here?
Having an oil fed prop on a belt driven reduction unit is a big issue. In a direct drive situation oil flows through the crankshaft straight into the prop hub.
Why not fix the prop shaft?
Would have been to easy to get it sent out for Hard Chroming and re-grinding whist the new engine was being installed..
Go thru the end of the prop shaft. Its easier to pressurize. And the fittings are off the shelf from case or kubota they are used in the heavy equipment industry.
Good choice of 660 bronze.. Way better material for this application than delrin. Coefficient of thermal expansion and surface hardness play a large part in material selection for this particular application, as you certainly realize. Material strength at elevated temperatures is also in play when designing critical parts such as the reduction drive's lubrication, propeller pitch control mechanism, and oil circulation systems. There may be many other good choices for this application including any of many sintered bronze products, which offer great thermal stability, preloaded with oil / teflon / graphite or a number of other lubricating and anti wear ingredients.
Hi just a question, if you change your drain holes to horizontal would if not have less wear on the shaft
Thanks for the suggestion. Great idea and will implement it. Same as what's already on the housing with the elevated drain to retain an oil bath.
Wow! why didn't I think of that? That's using the head for something other than a hat rack.
@@RaptorAircraft Yep, I agree... Most times simple works best...
Did we ever show the results of the wing and airframe inspection after the hard landing? Or did I just miss it?? I was hoping for no damage 8>| --gary
It was in a previous episode. He trimmed the other wing fence to match the damaged side
So no real inspection? Structurally?
@@Chris-bg8mk that is my understanding.
Painted it up to look nice 👌
Truth be told I didn't like the look of that hard shore polymer from the get as a gasket. But I felt it was worth a try.
How do you feel about making a gasket out of say permatex high temp red and a mold of the inner parts of that redrive. From the mold you can drill out the passages to circulate oil where it needs, but mainly a bypass since it is seeing so much pressure.
I remember the vanos assembly on my e46 kept leaking oil from a complex wire gasket circuit. I bought a new gasket, dipped it in rtv red and it aint leaked since.
Just a thought also do you think the gasket is taking the load between the redrive and the engine vibrations since I remember its mounted as a hard point not to the engine right?
Have you considered going with an entirely different brand of an engine such as a Lycoming? It seems this one is giving you quite a bit of trouble.
Never been a big fan of auto engines in aircraft best of luck to you
Engineering and prototyping anything as complex as an airplane is a great challenge for a large, talented group of administrators, engineers and technicians. You have demonstrated that you personally have the perseverance and ingenuity of a large, talented group as described above. I wish you the best on your continuing quest. Keep up the hard work! If your efforts result in anything close to your dreams / performance objectives for the Raptor, then your efforts will change the world! I'll continue to follow your development efforts and appreciate your dedication to task.
Do you know what oil pressure the unit is holding? maybe you need to restrict the outlet?
If I was building an airplane with a Diesel engine I would look for an engine that had a peak torque close to 2900 rpm so I wouldn’t have to use a reduction system. Lots of diesel do this!
Why not reduce the diameter of the drain holes? Perhaps drill out the center of the plugs that you are going to install? They two smaller holes appear to be the same diameter of the inlet, which means they are having to drain at half the volume of the inlet. So are they too big to build pressure?
glad to see you again!! sorry the part didn't work out. Good luck on the bronze!! hopefully that fixes it. Keep at it!!! 1,000,000 attabits!!!
It would appear that you are certainly able to hold the pressure. Respect to you for sheer doggedness and ability to take the knocks. Glad you've decided on a bronze bush in there.
It will become obvious I am not a materials engineer, but, I've seen worse on TV. Would reducing the thickness of the "plastic" and surrounding it with a steel sleeve keep the plastic compressed enough to maintain the seal? My thought is the steel wouldn't heat/expand as much as the plastic, keeping it tightly compressed. Perhaps a steel sleeve of an appropriate diameter already exists, perhaps requiring a reduction in the OD of the plastic seal.
too sketchy for me
How many hours do you have on the Raptor?
I don’t know how you do it, I would have given it up by now and brought some people in to help. But I really do look up to you Peter, I think you are amazing the way you just chip away with it. I still will back you 100 percent. Amazing, bloody amazing. 😎😎
Might I suggest giving Smalley Labyrinth seals a try. This is similar to the seal rings used in turbo charger bearing housings that run a hundred thousand RPMs.
Only if u knew that the redrive is going to be the worst part of this project! This redrive alone has delayed this project by 2 yrs at least.
The selection of power plant (with associated complex and ill-conceived turbo system, and failure-prone, complex redrive system) is this project's Achille's heel, both literally and figuratively.
@Marvi Wilson Nope. Disagree. Many recognized aviation experts have pointed out to Peter shortcomings in his design, particularly in the engine, turbo design and redrive implementations. Peter ignores them and continues to do things "his way" and the result is overheating, blown up engines, an underpowered and overweight prototype, and years-long delays in the program.
Part of design and prototyping is utilizing recognized engineering best practices in your design. He's not doing this. Repeatedly.
@Marvi Wilson "This is a prototype" does not justify abandoning known best practices and ignoring known design limitations. It's becoming a nauseating refrain. It predictably adds time and cost to the project. Peter is one of only a few people surprised the Delrin collar failed. Had he made an informed materials decision in the first place he wouldn't be wasting money and time having someone machine that part again from proper material. Unfortunately, these poor decisions are more more common than not.
@@ScottsSynthStuff Looking through the history of aircraft design by big engineering firms with a lot of money and teams of professional engineers- your right, all of their planes worked perfectly first time. Yup, says right here that no test pilots have ever been killed because every single airplane just flew right off the assembly line as designed. While I am not an engineer, just cursory look through the history of aircraft design kinda kills whatever point your trying to make- that some dude designing and building a prototype airplane is just going to work if he thinks about it hard enough or takes advice from a team of people. Just ask Boeing about their Boeing 737-200.
@@tread140 I think that somewhere in between the two approaches (just use established engineering practices vs. totally on me bob) is appropriate here.. but that is not what is being done.. so there'a a bit of both of your opinions that are very valid here. The turbo bugs me. And how have oil cooling/lubrication of redrives been done in the past??
What about making it out of stainless with bronze bushing inside ?
Iam sure that would as well , I just have lots of friends in the pump and impeller repair and it seems like a common combination when Iam at there machine shop
Expansion properties? The stainless steel should have the same expansion property as the rest of the unit.
Keep up the positive attitude your hard work is an inspiration to me.
The fact that he's making 30lbs of boost at 3k. Just makes me want to engineer my life back together. 👍
Sun-n-Fun Air Show is this weekend everyone!.
Negative ghost rider
Honestly with all these headaches I would look at getting a PSRU from autopsrus.... Made to fit any engine...
Nope. They don't want their PSRU on a diesel engine. From their website:
"We do not advocate the use of a diesel engine in an experimental aircraft. Our educated opinion is that the engine compression strokes are so violent that they would likely tear up the PSRU, or any other one for that matter. Our PSRU has proven to be the toughest one around and we would not put in on a diesel under any circumstances because of the engine power pulses....We feel so strongly about this that we will not sell any drive of ours to anyone planning to use it on a diesel engine."
@@philpotter2515 oh I stand corrected... Lol I must have missed that on the website...
@@ick79 No problem! Most of us are here to learn!
But the comments from Auto PSRUs are telling... one of the best in the business with lots of hours on their products and they won't undertake a diesel.
RED Aircraft GmbH, in Germany, have solved this problem although it took 10 years of R&D.
They designed and today manufacture a geared reduction drive for the Audi/VW V12 diesel which is rated at 600 HP.
In 2014, that diesel engine and reduction drive was also fully certified for use in aircraft, by EASA in Europe, and there is the right to reciprocal certification by the FAA.
Peter just has to buy it off the shelf, bolt it on, fit it, forget it and then get the turbocharger setup fixed up.
Time to stop reinventing the wheel!
red-aircraft.com/
red-aircraft.com/product/
I am following Scrappy, Dark Arrow and Raptor.
Intriguing education 🧡🧡🧡🧡🧡🧡🧡🧡🧡
Me too! learned much from these guys. Inspiring!
PEEK is a fancy stable plastic. Not too bad to machine. More rigid than Teflon.
We use it my industry as an alternative to metal babbit on bearings. It is temperature stable even when exposed to hot oil. Kindly love from Bangladesh sir Ross.
@@dangryder6050 Thanks for that reality check. Good to know it is actually used for this application. PEEK is a fabulous modern material. Chemically impervious and keeps rigidity to high temperatures. I just wish it was cheaper!
Do you use the glass fiber reinforced version? I did a little checking on thermal coefficient of expansion and with glass fiber reinforcement the TCE is even lower. Though I would worry about abrasion from exposed bits of glass
After, a little more thinking.... perhaps the optimal TCE is to match the TCE of the rest of the mechanism to maintain a semi-stable gap. At a minimum something that doesn't soften at operational temperatures. I still like the idea of using PEEK and Laura's data point of actual industrial use for this exact application is pretty compelling.
Good luck Peter. Engaging the hive mind is a powerful tool. Though you need to be strong to not be overcome by the criticisms. As well as wise and humble to pick out the gems.
Graphite impregnated bronze ?
way to hang in there peter. keep up the good work.
You stated both brass and bronze as alternative materials. Bronze might be slightly the better choice. Might ask one of these "experts" on here.
Needs RedA03.
Peter for this application try Interstate Plastics "PTFE" instead of Delrin... PTFE is good to 326.85 C Vs 175 C Delrin and is great for high temps. It's considered a high density rubber Teflon material however it machines like Delrin and holds closer tolerances when heated. Its available up to 5" thick. Cheers
@@rustyshackleford7022 , Typically they were developed as a metal alternatives. POM melts @ 347°F (175°C) Compared to PTFE melts @ 620.33°F (326.85°C) I've employed both in various similar applications and if temperature isn't a problem I employ POM which is soft. If I need more hardness, longevity and high heat resistance for my application I employ PTFE.
Marketed in formed thick sheet goods 10' X 5' X 5" Both are engineering thermoplastic used in precision parts requiring high stiffness, low friction, and excellent dimensional stability. As it is with many other synthetic polymers.
Both base formulations are wet resins and cold flow in the manufacturing process and mold like fiberglass resin.
Polytetrafluoroethylene ~ PTFE ~ Chemical formula: (C2F4)n AKA Teflon. Teflon was developed as a resin as was its cousin Delrin AKA Polyoxymethylene ~ POM ~ Chemical formula: (CH2O)n, also known as acetal, polyacetal, and polyformaldehyde.
Both are marketed by Dupont. Though both Teflon and Delrin are registered trade name brandings of Dupont, they are produced by different chemical firms today with slightly different formulas and sold variously by such names as Delrin ~ POM, Teflon ~ PTFE, Kocetal, Ultraform, Celcon, Ramtal, Duracon, Kepital, Polypenco, Hostaform and a few other names coupled with their respective chemical compound names.
PTFE is a denser material than POM and both are used in the commercial food service business primarily as Cutting Boards and Kitchen Knife Handles. Examples: Teknor Apex brandings are Sini-Tuff AKA ~ PTFE and Plasti-Tuff AKA ~ POM... Cheers
In short yes it will work.
However the fact that it has a melting point lower than its surrounding materials is still not ideal. But about 5x better than delrin.
@@triedproven9908 Exactly! 🤣🤣🤣👍Great material to employ prototyping... Cheers
@@rustyshackleford7022 , More diatribe just for you! 🤣🤣🤣 Long answer. Wow that was a loaded flame…
PTFE is what I employ when POM fails. My go to alternate plan “B” for the prototyping.
Terming POM as a bronze solution for this application in my personal experience is like flying a mountain range without ability to turn to the valley in case of a downdraft or the inability to drop ballast weight…
Yes a trajectory of definition is PTFE (cold flows) in that it’s solid state has less formed memory than POM in competitive diagonal / parallel loading applications related to structural fastening in chemical pump designs. That being said… There exists the “Rest Of The Story!”
This application is perpendicular loading and the PTFE memory will hold its shape better with closer tolerances without distortion at the higher temperatures imposed by hot engine oil compounded by the friction of the shaft than POM can endure at those temperatures.
My time with Legioneering - Precision Agriculture Specialist (DLSMES) Design Longevity Service Material Employment Solutions -
A large bailiwick portion of my engineering discipline concerns designing/redesigning specialty pumps for a plethora of applications. Sometimes my diatribe answers are formulated to identify reception of definition. The words (cold flow) in my domain of expertise can be interpreted and received 9 different ways.
Yes or No simple answers relationships with (cold flow) compound wording are dependent on the materials that are being pumped and the reactance of loads within the system be them linear, perpendicular, parallel, side, compression, tension, torsion and bending.
In my world, HE ~ Au I pump active/inert/organic/inorganic/elements consisting of various viscosities of compounded materials subjected to broad ranges of; PH, densities, temperatures, in known various physical states ~ gas, liquid, solids and plasmas.
With my clients, I prefer to posture materials, I may recommend for a prospective applications to be aware what works for me.
I’ve found that ceramic coatings are the key to longevity. PTFE is a primary ingredient for (LQFS&L) lighter, quicker, faster, stronger and longevity.
Indoctrination and education are two realms folks like me decipher. The profit I seek is consuming the least amount of energy and physical materials to get physical work employed at (RMCP) Raw Materials Commodity Pricing without disrupting established commerce.
Peter may not respond however I’ve found that he is aware of many things and does listen. He has laboriously developed his own strategies related to his creation of RAPTOR with his personnel focused intent for this monumental project.
I’m thankful that he has openly been able to share his journey with his Vlogs. I’ve learned much from this man as he has progressed. Like me he doesn’t waste time with the indoctrinated naysayers. Cheers
@@rustyshackleford7022 , I wasn't aware that he had decided to employ bronze... If the shaft were smaller I might mix me a batch of my composite liquid metal... Wow just had an idea... Needle bearings... That's the ticket... What do you think?
I just wish the very best for you and can’t wait for your next amazing video. You are the smartest person ever, ever ever. So amazing.
Maybe you could try titanium for your re-drive it is super strong, but it might not have the flexibility.
Bronze. Bronze has been used for this purpose for many decades.
Go Electric, forget the Oil.
And have a 30 minute range?
@@formulaben Electric adjustable prop instead of oil pressure governed.
Thanks a lot for the update, hoping the (Bronze) will do the job and you can carry on, as you said prototypes take a lot of efforts and testing and of course money to make sure that production unit is reliable , tuning for the coming upload, with my best wishes.
The engine sounds good.
yay look forward to her flying again.
keep it up, love it!
Remember...please protect your Audi engine
Dope
I can hear the American accent coming through the Aussie accent I think it is. I assume you are Australian
My extreme dislike of reduction drives just went up another few points.
So you won't fly in a turboprop ever?
Yeah, I hate 'em also, but where you gonna find the power ?
First! Keep up the good job Peter!