Peter, when I think about where you were when I first started watching your videos, it's just amazing how far you've come in such a short period of time. I am so impressed at how good your are with AutoCAD, with motors, with all things to do with flight testing, with aircraft structural characteristics and integrity, with being able to calmly make incremental changes along the way and not get too emotional when something goes wrong, you are a role model for me, and I'm sure for a lot of other people who watch your videos too. Thank you so much from the bottom of my heart for sharing each and every step along the way with us. I find every video to be riveting, and I can't wait each time a video ends, for the next one to come out. Cheers ~Brian
I am a big fan of Peter and the raptor, but I have this nagging worry that this plane is just too darn heavy at 3144 lbs empty. It seems like it struggles to climb and doesn’t lift off until 90KTS, and that’s with one pilot and minimum fuel. I was having a discussion with an aerospace engineer at Cherokee County airport the other day, and he shared very similar concerns. While his opinions were much more weighty (pun intended) than mine, we both agreed that what the raptor really needs is much more power and much less weight, which really means a turboprop. Like I said, I really admire Peter in that he is like a modern day Wright Brother. His persevering dedication to problem solving is unrivaled! However, the difference between him and Wilbur and Orville is a 120 year advancement in technology and aeronautical knowledge. He seems completely bent on figuring it out by himself, which I think is a terrible mistake in light of the fact that so much more well established aeronautical knowledge and technology is available in the 21st century. If only he would reach out for help! He would attract more investors as well. I wish Peter all the success in 2021 and maybe a greater willingness to create a circle of very bright and talented minds(Peter included in that circle). Nothing would make me happier than to own a Raptor that delivers on all of that wonderful performance that he envisioned!
I worked for a carbon composite company and, with respect to material, Peter is using state of the art technology and material. If the materials and the design of the airframe are the best that technology can offer, the wrong engine pick is a simple problem to solve other than having to fork out some additional major dollars. I suspect that most of the weight comes from the diesel engine. Carbon composite is lighter than aluminum. Now that Peter is airborne, it will be a matter of a few more flights before we find out if the engine is the right one.
Love it! Everytime I see it fly I think about the journey from when I started watching this build. It was awesome watching over the years! Cant wait to see production start and Maybe just puttin in my own hrs. on a Raptor!
I'm guessing you saw this but when you came up on power for takeoff there was a good puff of smoke from the exhaust. Good job and welcome to the southern winters!!!
Exceptional! I'd say go ahead and replace all your oil o-rings with the high temp/pressure red ones and making that An line from 8 to 10 should help alot with the oil temps aswell. Pressure and temp go hand n hand so when ever you decrease one you're sure to decrease the other. As far as the auto pilot is concerned, you may need some larger diameter pully's to get the leverage you want out of the controls. She looks solid as a rock in flight! Great work Peter.
Peter, your honesty in describing all the many issues pertaining to a new and experimental aircraft is commendable. I am glad that you try not to hide anything, even if some people will then consider you naive or reckless. It's what makes this project exciting. Keep it up!
I agree with you and if all air-frame developers were as open as Peter is you will find that they probably do some of the same things he is being slagged about.
Always a pleasure to watch a Raptor vid, she looks as good flying as she does on the ground and I never tire of it, keep ironing these little bumps and you'll get there, have a great New Year.
My question why would you not put essentially a transmission oil cooler in front of the rear drive or behind it either way it will give you a little bit more oil storage but more importantly keeping the temperatures down and the pressure down just a question
She's looking the goods Peter. Well done. One thing that caught my eye was the indicated GS on the G3X never got greater than the TAS. This puzzled me, so I took a look at the indicated wind velocity vector readout - this changed as the aircraft turned; i.e. the indicated wind direction changed with your heading. You might want to explore this a little, as one of the indicators is obviously wrong (TAS or GS). Cheers, Jim.
Pretty sure the numbers will be better when the prop is set at maximum pitch. I still think the re-drive I ratio should be closer to 1.2:1 to keep the engine at maximum torque range instead of peak hp range. Diesel always win operating in torque ranges.
@@DustinSartin True, still I think the engine monitor (visible in the flight display all the way to the left) might be a more accurate number. It showed (after climb) 11 to 12 gal/h.
Love to see the progress. I only hope I can hold out long enough to purchase a Raptor once they become available. I find myself combining Barnstormer everyday looking at various canards. Only a matter of time before I pull the trigger.
Peter there are some good suggestions on adding radiuses to the machined corners. Larger the radius that can be applied the greater stress displacement on the component. Please take this advice and redesign the components. I betting the machinist milled the parts as designed and maybe didn’t offer any advice? But if you read the machinist handbook or any engineering design book you will understand fastening load displacement in components. If not then you may not see the failure before it happens. Cracks can happen internally before the become visibly externally on a component. I know it’s adding extra steps to the machining process but they are required. Great job evaluating each gripe and creating solutions as they become known. Keep up the great job and please listen to the people following your progress because there are a lot of experience people watching you. Cheers Peter.
Nice video, and good work! Have you thought about putting a mass flow sensor on the back of the new intercooler in the frunk? Be interesting to see if that type of deep design vs the conventional car radiator type is more efficient at heat transfer. Might be able to wire a mass flow sensor to the motec to read out on the display ? or are you looking at fixing up the rear intercoolers for the production version? Is it worth installing a 12V car fan to aid with climb up to cooler temps?
This is my first comment in 2021 , i hope this year to be a lot bettet and to see the Raptor in the next airshow, if they allow airshows to happen, you're doing very well , thanks for the update, all thr the best.
didn't he say some guys on the west coast were using MATLAB to determine how the plane would perform at higher altitudes (based on the current flight data)? I'd be curious what numbers they come up with.
Peter, I recall seeing that the Raptor is to be pressurized. Is that true of the prototype? If so, where are the pressurization controls? I couldn't spot them. Keep up the great work. God bless.
Here ya go... czcams.com/video/8-8s5hpgII0/video.html This and the nex vid are actual pressure testing, theres an earlier one showing install of the valve as well.
most high performace turbo diesiel cars in the eu have oil coolers built in so im surprised peter didnt add one for this engine even my old landrover has a cooler
@@gavinferguson I'm certain it doesn't help that he has not one, but two big turbos, and a redrive, and an engine being used a high continuous loads relative to automotive use. All on the small factory oil cooler. Not to mention he has a hard time keeping his coolant temp down. Comedy of errors.
happy to see this bird fly. Looks solid, take offs and landings are very smooth!!! Good to see such stability all around. Glad to see fixes are working. So what else needs attention??? looking great all around!!! 1,000,000 attabits!!
Peter right after liftoff on this flight (about 2:37 in the video) I noticed left main wheel slowed down and stopped quicker than I would have expected; made me wonder whether there's some drag in that wheel, either brake or something else. Perhaps you touched the brake which would explain.
Yup, but he’s still thinking air flow through rather than air pressure differentials across the radiator/cooling system. I think a Raptor 2 isn’t too far outside the realm of possibility.
@@flexairz you don't think those problems could be fixed by improving/swapping the engine? It seems that the balance of issues are with the engine and not the body etc? The stability issues seem go to be fixed, at least.
The GPS altitude is relative to the WGS84 ellipsoide while the altimeter value should be relative to mean sea level (or a geoid, probably EGM96). So the difference in altitudes you are picking is rather expected.
You are correct. The GPS altitude is approximated to the theoretical WGS84 ellipsoid of the earth, which is not the actual MSL ellipsoid, because the earth is not a perfect shape. There will always be a difference with baro unless augmented with WAAS.
No such thing as a "not serious oil leak" so bravo (I think) for even bringing it up in the first place. One minor change that I think would be a great help in stabilizing your landing situation is to use twin tires for the underwing...especially given all the tailweight for such a formfactor.
@Flip Wells only reason I didn’t put a deposit on it, was I didn’t have a pilots license. I am starting now. I can be patient and keep waiting. Thanks for the update. I love these videos. Maybe I’ll buy my brother-in-law’s
Peter thanks for sharing this great flight. I felt like I might have missed a previous video, but I’ve got a nagging question I’ve been sitting on - what is the deal with the lower rear air exhaust vent and aluminum tape? About the Low Oil warning - it sounds like it happens whenever you were in a turn - perhaps only left or right but not both? That indicates a predictable problem adapting automotive engines to aircraft and when an oil float switch reacts to the oil level tilting to one side or the other. So this is normal in a turn and/or climb, but your situation with the leak complicates the matter, especially since the warning came on in level flight at the end. It may be necessary for you to add an “accumulator” that uses a dual-chamber reservoir with oil pressurized with nitrogen on the other side, and the system supplies oil by a pressure sensor to prevent oil starvation. Or fix that pesky leak. Happy new year mate!
Did I miss a video? a while back you were lining up & interviewing "Test Pilots", and a few gave suggestions on what you should change before they would TEST your plane..... then you moved to a different Airport.......... Then you have done all the Flight tests yourself???? Did you announce the reason for being your own Guinea pig? Gladly, it seems to fly great and all is well, but I feel like something was left out?
@@golfmaniac I just went back and looked, I havent missed ANY videos in well over a year? At no point did he give a reason why He was doing the flight tests instead of the test pilot guys ? it's a simple question.....
@@Mad-Duk_Machine_Werkes Those pilots you said he was interviewing, he was not, they were the pilots he hired. After he moved the plane to Valdosta he decided to move on from them, and either get new local test pilots, or do the testing himself. He never gave a specific reason, because he did not want to throw Wasabi under the bus. Bottom line was, you could tell he was not happy with them. He finally decided to it himself, but you are right, he never gave a specific reason.
PETER .... I’ve being noted that MLG DOORS aren’t flushed on the wing, I believe once you rigged then I believe The aircraft will be completely done from outside....but still flying gorgeous 👏👏👏👏AMAZING JOB 🤝
Peter, Loved the update on the spring tensioner, minor oil leaks, rate of climb at midrange power setting and the temps. I'm losing track of how many test flights. Was that number 8, 9 or 10? You look very comfortable piloting Raptor. Glad you found the smooth air! Happy New Year
Some famous quotes: "But Peter this is an INHERENTLY unstable design!" .. NOPE! "But Peter it's underpowered!" Nope. "But Peter It's overweight!" .Nnnnnnope! "But Peter it'll always overheat!" Nope.
@@propertymanagement7011 is it stable when flying? Yep. Is it flying? Yep. Is it overweight but a prototype that will get hundreds lost in the next version? Yep. Is it staying within heat parameters? Yep. I'd say it's doing pretty good for a first prototype. V2 will do significantly better
I am behind Peter 100% , but a couple things you brought up are still in question. It is over weight by a lot. At it's present weight it is under powered. All of that maybe correctable, but it is going to take a lot of engineering work to do it. Hopefully Peter can get it done.
@@golfmaniac I agree - in its current configuration it's not the plane that was advertised. I think Peter can easily dump a few hundred pounds off of it just from 3D printing many of the steel and aluminum parts out of titanium (it's surprisingly inexpensive) and engineering in many of his slapped-together components from the get-go. I recognize that he plans to go straight to production but that would be a disaster because, as someone who wants this plane, I would never purchase or fly an untested V2 of the Raptor and I would guess no one else here will either. The end result will be a failed project - I hope that's not the path he intends to head down. A V2 might set him back another year (possibly a little longer) but it would certainly be worth the wait from a marketing and cost effectiveness standpoint
I don't think they would do much. Ar present, the tell tales are not showing much activity. In any case, there are many much faster aircraft, e.g. B737, which don't cover their wheel wells at all. Like the pressurisation, I suspect these are far down the priority list during testing.
@Flip Wells wow "OBNOXIOUS ENTITLED MENTALITY" ...nice... thank you ... keep the love coming. Obviously you do not see that I was joking ... sad part is you understand based on your state of mind. For those who obviously do not get it ... and in the interest of Peters amazing work ... I was joking ... if that did not come thru. I know it does not matter whether I subscribe or not ... I am not that daft.
Peter, when I think about where you were when I first started watching your videos, it's just amazing how far you've come in such a short period of time. I am so impressed at how good your are with AutoCAD, with motors, with all things to do with flight testing, with aircraft structural characteristics and integrity, with being able to calmly make incremental changes along the way and not get too emotional when something goes wrong, you are a role model for me, and I'm sure for a lot of other people who watch your videos too. Thank you so much from the bottom of my heart for sharing each and every step along the way with us. I find every video to be riveting, and I can't wait each time a video ends, for the next one to come out. Cheers ~Brian
I am a big fan of Peter and the raptor, but I have this nagging worry that this plane is just too darn heavy at 3144 lbs empty. It seems like it struggles to climb and doesn’t lift off until 90KTS, and that’s with one pilot and minimum fuel. I was having a discussion with an aerospace engineer at Cherokee County airport the other day, and he shared very similar concerns. While his opinions were much more weighty (pun intended) than mine, we both agreed that what the raptor really needs is much more power and much less weight, which really means a turboprop.
Like I said, I really admire Peter in that he is like a modern day Wright Brother. His persevering dedication to problem solving is unrivaled! However, the difference between him and Wilbur and Orville is a 120 year advancement in technology and aeronautical knowledge. He seems completely bent on figuring it out by himself, which I think is a terrible mistake in light of the fact that so much more well established aeronautical knowledge and technology is available in the 21st century. If only he would reach out for help! He would attract more investors as well. I wish Peter all the success in 2021 and maybe a greater willingness to create a circle of very bright and talented minds(Peter included in that circle). Nothing would make me happier than to own a Raptor that delivers on all of that wonderful performance that he envisioned!
I worked for a carbon composite company and, with respect to material, Peter is using state of the art technology and material. If the materials and the design of the airframe are the best that technology can offer, the wrong engine pick is a simple problem to solve other than having to fork out some additional major dollars. I suspect that most of the weight comes from the diesel engine. Carbon composite is lighter than aluminum. Now that Peter is airborne, it will be a matter of a few more flights before we find out if the engine is the right one.
Such a highlight of my day to watch a Raptor video. Thank you Peter.
Love it! Everytime I see it fly I think about the journey from when I started watching this build. It was awesome watching over the years! Cant wait to see production start and Maybe just puttin in my own hrs. on a Raptor!
Looking good and real smooooth! Keep an eye on that new tensioner though. Cracks will happen in those sharp corners.
You've come a long way since your first flight! Congrats!
Ahhh yes, the Raptor...
...the one GOOD thing about 2020.
Congratulations Mr Peter after five years the Raptor fly wonderfully Many wishes happy new Year👍👍👍👍🇬🇷
Any reason why you're using 'o' ring fittings and not compression fittings and/or copper washers?
I'm guessing you saw this but when you came up on power for takeoff there was a good puff of smoke from the exhaust.
Good job and welcome to the southern winters!!!
Exceptional! I'd say go ahead and replace all your oil o-rings with the high temp/pressure red ones and making that An line from 8 to 10 should help alot with the oil temps aswell. Pressure and temp go hand n hand so when ever you decrease one you're sure to decrease the other.
As far as the auto pilot is concerned, you may need some larger diameter pully's to get the leverage you want out of the controls.
She looks solid as a rock in flight! Great work Peter.
Cool ground shadow on final.
I noticed the same thing! I love the silhouette of this bird... reminds me of Rutan's Defiant....
I love watching this beauty fly.
Doing great Peter, happy new year to you and yours mate.
Peter, your honesty in describing all the many issues pertaining to a new and experimental aircraft is commendable. I am glad that you try not to hide anything, even if some people will then consider you naive or reckless. It's what makes this project exciting. Keep it up!
I agree with you and if all air-frame developers were as open as Peter is you will find that they probably do some of the same things he is being slagged about.
i'm amazed how people can give these videos thumbs down....go watch something else useless trolls... Excellent work Peter.
Some folks are p'd off upon finding laying in the street a 10 $/£/€ note, instead of a 20.
You are an inspiration! Best of luck going forward!
Take it up ! Altitude is your friend !
Unless that oil leak becomes a fire!
Obviously not if you have an oil leak!
Looks like it would be really nice to ride in, which I understand is the goal. Congratulations.
Always a pleasure to watch a Raptor vid, she looks as good flying as she does on the ground and I never tire of it, keep ironing these little bumps and you'll get there, have a great New Year.
My question why would you not put essentially a transmission oil cooler in front of the rear drive or behind it either way it will give you a little bit more oil storage but more importantly keeping the temperatures down and the pressure down just a question
She's looking the goods Peter. Well done. One thing that caught my eye was the indicated GS on the G3X never got greater than the TAS. This puzzled me, so I took a look at the indicated wind velocity vector readout - this changed as the aircraft turned; i.e. the indicated wind direction changed with your heading. You might want to explore this a little, as one of the indicators is obviously wrong (TAS or GS). Cheers, Jim.
There has been an error in the pitot static that's causing IAS to over read around 10%. Never been fixed...
@@sheldonholy5047 Thanks.
@@sactu1 A known error at this stage is not a big deal, I'm sure it's on the list of to do but lower down than current prioritys.
Is your turn coordinator working? I haven't seen the ball move at all.
11-12 gal/h Diesel at 120-130 kt TAS seems rather above expectations, isn't it?
Pretty sure the numbers will be better when the prop is set at maximum pitch. I still think the re-drive I ratio should be closer to 1.2:1 to keep the engine at maximum torque range instead of peak hp range. Diesel always win operating in torque ranges.
Thought he said 6-7 gallons in 44 minutes. Wouldn’t that be 8-10 gal/h?
@@DustinSartin True, still I think the engine monitor (visible in the flight display all the way to the left) might be a more accurate number. It showed (after climb) 11 to 12 gal/h.
Love to see the progress. I only hope I can hold out long enough to purchase a Raptor once they become available. I find myself combining Barnstormer everyday looking at various canards. Only a matter of time before I pull the trigger.
Peter there are some good suggestions on adding radiuses to the machined corners. Larger the radius that can be applied the greater stress displacement on the component. Please take this advice and redesign the components. I betting the machinist milled the parts as designed and maybe didn’t offer any advice? But if you read the machinist handbook or any engineering design book you will understand fastening load displacement in components. If not then you may not see the failure before it happens. Cracks can happen internally before the become visibly externally on a component. I know it’s adding extra steps to the machining process but they are required. Great job evaluating each gripe and creating solutions as they become known. Keep up the great job and please listen to the people following your progress because there are a lot of experience people watching you. Cheers Peter.
Nice flight and video! Thank you so much for sharing all those videos last year. I enjoyed all of them! 👍🏻 Keep it up! 💪🏻
Nice video, and good work! Have you thought about putting a mass flow sensor on the back of the new intercooler in the frunk? Be interesting to see if that type of deep design vs the conventional car radiator type is more efficient at heat transfer. Might be able to wire a mass flow sensor to the motec to read out on the display ? or are you looking at fixing up the rear intercoolers for the production version? Is it worth installing a 12V car fan to aid with climb up to cooler temps?
Peter, just my opinion, but I would change the redrive o ring to a high temp one, even if the larger drain line solves the leak.
Great flight.
Cool shadow on the ground of the space ship!
I noticed that too! If only we had some views of the plane from the ground!
you look so comfortable taking the bird up
This is my first comment in 2021 , i hope this year to be a lot bettet and to see the Raptor in the next airshow, if they allow airshows to happen, you're doing very well , thanks for the update, all thr the best.
When you going to open up that puppy? I'm real curious to see how fast & high it goes!
Nice flight!
He cant, it will overheat in 5 min.
didn't he say some guys on the west coast were using MATLAB to determine how the plane would perform at higher altitudes (based on the current flight data)? I'd be curious what numbers they come up with.
Looking good Peter.
Peter, I recall seeing that the Raptor is to be pressurized. Is that true of the prototype? If so, where are the pressurization controls? I couldn't spot them. Keep up the great work. God bless.
Here ya go...
czcams.com/video/8-8s5hpgII0/video.html
This and the nex vid are actual pressure testing, theres an earlier one showing install of the valve as well.
Yes the plan is to pressurise the aircraft. At the moment it isn't able to though as Peter had to cut into the hull to modify the flight controls.
@@waynehardy66 there's a crack in one of the windows too. Happened about a year ago?
@@lawrencemanning yes there is, forgot about that
Outstanding last year! Happy New Year
most high performace turbo diesiel cars in the eu have oil coolers built in so im surprised peter didnt add one for this engine even my old landrover has a cooler
@@rv6ejguy so why is he have oil cooling problems or ami missing something
@@gavinferguson I'm certain it doesn't help that he has not one, but two big turbos, and a redrive, and an engine being used a high continuous loads relative to automotive use. All on the small factory oil cooler. Not to mention he has a hard time keeping his coolant temp down. Comedy of errors.
Great flight, loved seeing your shadow when you were coming in. Nice landing.
Continued slow and steady will win the race. Beautiful day for a flight!
Consumer GPS is quite inaccurate for vertical measurements. Can easily be off by several hundred feet.
Nice flight!!! Happy New Year!
happy to see this bird fly. Looks solid, take offs and landings are very smooth!!! Good to see such stability all around. Glad to see fixes are working. So what else needs attention??? looking great all around!!! 1,000,000 attabits!!
Peter right after liftoff on this flight (about 2:37 in the video) I noticed left main wheel slowed down and stopped quicker than I would have expected; made me wonder whether there's some drag in that wheel, either brake or something else. Perhaps you touched the brake which would explain.
Happy New Year and wishing you safe flights and landings!
Static port plumbed to the "pressurized" cabin? Really?
I hope this is a temporary thing for some unknown test?
Loving your progress!
you really have to get those temps much lower
Yup, but he’s still thinking air flow through rather than air pressure differentials across the radiator/cooling system. I think a Raptor 2 isn’t too far outside the realm of possibility.
@@flexairz you don't think those problems could be fixed by improving/swapping the engine? It seems that the balance of issues are with the engine and not the body etc? The stability issues seem go to be fixed, at least.
Smooth. Radio sounds great.
These flights are almost becoming quite ho-hum - which is of course EXACTLY how you want them to be!
The GPS altitude is relative to the WGS84 ellipsoide while the altimeter value should be relative to mean sea level (or a geoid, probably EGM96). So the difference in altitudes you are picking is rather expected.
You are correct. The GPS altitude is approximated to the theoretical WGS84 ellipsoid of the earth, which is not the actual MSL ellipsoid, because the earth is not a perfect shape. There will always be a difference with baro unless augmented with WAAS.
I feel better now, thanks Peter 😃😃👍🏻👍🏻👍🏻
No such thing as a "not serious oil leak" so bravo (I think) for even bringing it up in the first place. One minor change that I think would be a great help in stabilizing your landing situation is to use twin tires for the underwing...especially given all the tailweight for such a formfactor.
@@henricinelli4339 He means two wheels on each side of the M.L.G given the aircraft's weight.
@@henricinelli4339 I was just expanding on what he said. I didn't say I agree. With him
Enjoyed the video.
At what Altitude do you pressurise the Cabin, and is all that testing still down the road ?
I’m excited to see more of these to get built. My brother-in-law put down his deposit, I think I need to put mine in too.
@Flip Wells well that stinks for me. I wanted to, but never had the extra disposable income to do so. Hopefully he will start again at some point.
@Flip Wells only reason I didn’t put a deposit on it, was I didn’t have a pilots license. I am starting now. I can be patient and keep waiting. Thanks for the update.
I love these videos. Maybe I’ll buy my brother-in-law’s
Amazing work!👍
Nice landing!
How long before you can go on a pressurized flight??
Still improving, that's good. Keep going!
Does anyone else pucker on every takeoff and landing with how close the prop looks to touching the ground?!
I think it's mostly the perspective from the camera, he did a tilt test in a video a year or so back where he demonstrated a prop strike angle.
I'd love to see him add a strike deflector like the Otto has.
Curious to know the strike angle on the raptor compared to similar canard aircraft. Is it really much different?
I believe he is safe up to...was it 12 degrees? He did do a strike angle test before.
Peter thanks for sharing this great flight. I felt like I might have missed a previous video, but I’ve got a nagging question I’ve been sitting on - what is the deal with the lower rear air exhaust vent and aluminum tape?
About the Low Oil warning - it sounds like it happens whenever you were in a turn - perhaps only left or right but not both? That indicates a predictable problem adapting automotive engines to aircraft and when an oil float switch reacts to the oil level tilting to one side or the other. So this is normal in a turn and/or climb, but your situation with the leak complicates the matter, especially since the warning came on in level flight at the end. It may be necessary for you to add an “accumulator” that uses a dual-chamber reservoir with oil pressurized with nitrogen on the other side, and the system supplies oil by a pressure sensor to prevent oil starvation. Or fix that pesky leak. Happy new year mate!
Tape is holding on thermocouples to measure temps
And the rear tape on the vent is holding an additional flap he added to assist in airflow
endeavor on the radio. I miss my crj :(
Did I miss a video? a while back you were lining up & interviewing "Test Pilots", and a few gave suggestions on what you should change before they would TEST your plane..... then you moved to a different Airport.......... Then you have done all the Flight tests yourself???? Did you announce the reason for being your own Guinea pig? Gladly, it seems to fly great and all is well, but I feel like something was left out?
You missed a lot of videos
Haha, LOTS of videos
The smart ones walked away
@@golfmaniac I just went back and looked, I havent missed ANY videos in well over a year? At no point did he give a reason why He was doing the flight tests instead of the test pilot guys ? it's a simple question.....
@@Mad-Duk_Machine_Werkes Those pilots you said he was interviewing, he was not, they were the pilots he hired. After he moved the plane to Valdosta he decided to move on from them, and either get new local test pilots, or do the testing himself. He never gave a specific reason, because he did not want to throw Wasabi under the bus. Bottom line was, you could tell he was not happy with them. He finally decided to it himself, but you are right, he never gave a specific reason.
I do wish you would quote CELSIUS temperatures !!
Me too, but then, he is working in the U.S..
I note that the landing run is around 3 furlongs.
PETER .... I’ve being noted that MLG DOORS aren’t flushed on the wing, I believe once you rigged then I believe The aircraft will be completely done from outside....but still flying gorgeous 👏👏👏👏AMAZING JOB 🤝
When are you going to cycle the intake scoop?
it locked open for the foreseeable future because of the cooling system modifcations.
its always the final details that take most of the time.
Peter, did you notice when you retracted the gear it didn’t bounce on the way up?!!
BEAUTIFUL. 🤠
Peter, Loved the update on the spring tensioner, minor oil leaks, rate of climb at midrange power setting and the temps. I'm losing track of how many test flights. Was that number 8, 9 or 10? You look very comfortable piloting Raptor. Glad you found the smooth air! Happy New Year
@Flip Wells , Thanks for the verification of this being flight 10.
can the redrive just be sealed off from the engine oil? Kind of like a differential in a car?
lots of heat to dissipate ?
No, it needs to have oil flowing thru it, not sitting stagnant like a differential.
great flight!!!
Greased it in 😃👍
That one tuft right there on the wing cuff sticking straight up in a turn LOL
That one tuft.....
He was on vacation
Some famous quotes: "But Peter this is an INHERENTLY unstable design!" .. NOPE! "But Peter it's underpowered!" Nope. "But Peter It's overweight!" .Nnnnnnope! "But Peter it'll always overheat!" Nope.
@@propertymanagement7011 is it stable when flying? Yep. Is it flying? Yep. Is it overweight but a prototype that will get hundreds lost in the next version? Yep. Is it staying within heat parameters? Yep. I'd say it's doing pretty good for a first prototype. V2 will do significantly better
I am behind Peter 100% , but a couple things you brought up are still in question. It is over weight by a lot. At it's present weight it is under powered. All of that maybe correctable, but it is going to take a lot of engineering work to do it. Hopefully Peter can get it done.
@@golfmaniac I agree - in its current configuration it's not the plane that was advertised. I think Peter can easily dump a few hundred pounds off of it just from 3D printing many of the steel and aluminum parts out of titanium (it's surprisingly inexpensive) and engineering in many of his slapped-together components from the get-go.
I recognize that he plans to go straight to production but that would be a disaster because, as someone who wants this plane, I would never purchase or fly an untested V2 of the Raptor and I would guess no one else here will either. The end result will be a failed project - I hope that's not the path he intends to head down. A V2 might set him back another year (possibly a little longer) but it would certainly be worth the wait from a marketing and cost effectiveness standpoint
@@propertymanagement7011 Bull doggie.
@@buttsinchaos God doth not feedeth the trolls. Oh, wait, I did too!
Prototype plane with prototype engine... slow and steady is the only way to do it.
And a prototype redrive, don't forget that!
Just curious to know if the main gear end doors are going to be re-installed?
I don't think they would do much. Ar present, the tell tales are not showing much activity. In any case, there are many much faster aircraft, e.g. B737, which don't cover their wheel wells at all. Like the pressurisation, I suspect these are far down the priority list during testing.
Would be fun to do a surprise landing at Turkey airfield, though I think they are looking at your videos!
Awesome!
That thing sips fuel!
@@tcrossau I dunno. For that size of plane, for that speed, it was sipp'n fuel.
Yep, for the mass of the ass the angle of the fuel dangle is right on! Cheers
@@willhibbardii2450 Dat funny! I likey.
Dope
Is it me or does that bird have a smile?
Was that your first 'greaser' with this bird?
Interesting.
Plan to fly up to 350mph? See the specs. en.m.wikipedia.org/wiki/Raptor_Aircraft_Raptor
Is there any way I can contact you? Like an email?
First
LAST WARNING : No Chase or No Ground videos ... I am going to unsubscribe ! grrrr .. Come on man!
Why, this isn’t for entertainment it’s an obligation, for those invested.
Bye 👋 remember this isn’t an airport. No need to announce your departed. 👋
@@willasproth have you put your deposit down?
@@Datsmepepe I’m not an investor, I’m just fascinated with the whole process.
@Flip Wells wow "OBNOXIOUS ENTITLED MENTALITY" ...nice... thank you ... keep the love coming. Obviously you do not see that I was joking ... sad part is you understand based on your state of mind.
For those who obviously do not get it ... and in the interest of Peters amazing work ... I was joking ... if that did not come thru.
I know it does not matter whether I subscribe or not ... I am not that daft.