It would be nice to have a camera showing your eye view of takeof and landing. Sort of what a copilot would see. I cannot stop thinking that we all saw this plane at the mold manufacturing phase!
Winglet / Scimitar device will reduce the canard vortices. Significantly Reduces drag and vortices and increases performance which reduces fuel burn. Should keep the vortices below main wing also.
There were winglets on the original mockups. I didn't see the first videos, I'm sure there was a reason they were deleted. Also originally had a retractable step.
Try adjusting the stops of the rudders so the TE is always biased out. Increase in 1/4" increments. This will likely reduce the Dutch roll you are noticing in turbulence. My guess is 3/4" or so will be a sweet spot.
Very nice touchdown! Regarding the canard vortices, I'm wondering if it would make sense to add some kind of wingtip device to lift those vortices up above the main wing in level flight.
Peter, or anyone who knows...How is the redrive housing vented back to the crankcase or otherwise. As far as I can tell there is the 'oil in' connection at the top and the drain connection back to the sump now via the pump so what is to stop the oil building up in the housing as air is entrapped in the oil by the bearings and gets carried back to the sump? I have looked back at previous redrive videos and just cannot work out what is to stop the redrive filling up with oil again. Surely I am missing something here, or maybe not and there is the problem.
Peter’s video prior to this one showed the recently added scavenge pump to the re-drive return and the oil cooler between the scavenge pump and sump (see czcams.com/video/jElbk9PX_JM/video.html). So basically oil feeds into the re-drive, then drains out the bottom (assisted by a scavenge pump) where it gets pushed through a cooler mounted in the lower, rear-facing cooling air duct, then the cooled oil is deposited in the sump for it’s next lap of the system.
@@DiverJames Yes James, I get what you say, but what happens if air is entrapped in the oil, and gets sucked/pushed down to the sump by the pump ? If oil is being fed to the redrive which replaces the air getting down to the sum p then eventually the redrive fills with oil. Eventually all the air gets purged from the redrive unless some air can get back into it. Assuming it cannot come from the sump as oil level is too high in the sump and now there is also a pump in the way, and only oil is being fed into the redrive, where is the air going to come from? To me it cannot be replaced so the redrive will fill with oil.
@@JonckVideos - Peter is probably best to discuss the internals of the re-drive but from what I’ve seen on the earlier videos, provided the scavenge pump is able to drain the oil at least as fast as it is being pumped in, then even if it fills, it wont matter.
Peter, did you ever look into a "PrandtlPlane Configuration" for the main wing? It might just cure alot of the longEZ's design ills, considering how many first's your airplane has chalked up so far. Fantastic Work.
that looked fun - i'm guessing your input responses were pretty rapid as were the changes in turbulence - was the plane responding well to your changes - looked fine below tree line - did you sweat at all - how does it compare to your usual past aircraft? - either way mate, i'd be a passenger with you!!
I observed that you get a lot of vibration on your wing that to me seems not related to the turbulent weather conditions. I question if it could be caused by vortexes generated from your canard wing, particular at higher angels of attack, during take off. Has this ever been looked at in a wind tunnel? I would be concerned about the impact on the wing particular if such a vortex would move in a turn towards the wing tip of the outer wing. On the inner wing I would assume it will move to the wing root, having neglectable impact. Maybe installing a fence or slightly horn molded wingtip could bring noticeable improvement. Food for thought! Good luck with your project, nice looking plane!
Peter, please be careful of flying in such turbulent conditions. It’s not worth the stress or risk to you or what you’re achieving. Glad to see you were both up to the task, despite the conditions. Great control of aircraft at your level of experience, well done.
Love the design. Its become very apparent that it is very over weight for the prototype design. I've flown a lancair IVP, with 350hp continental 2650 lb empty weight. I believe you can shed the weight, but you will have to have a new engine design....old saying....no replacement for displacement
It is noticeable the degree on which the turbulence made from the canard is affecting your main wing. You could probably lower your canard on a seagull design or manage to place some windlets on the tips of your canard so it gets the turbulent área high above the main wing. (This are only random ideas, hoping you succeed and perhaps speed up the cruising)
No doubt this is a sexy looking aircraft. But, if this wing configuration has any significant advantages over the standard airplane design, I have to wonder why some of the major manufacturers aren't following suit. I suppose these thoughts were discussed when they were flying the 1/4 scale model some 4 years ago, but I hope they will reach a point soon where we can see a side-by-side comparison with a similar, though more conventional, late model airplane.
WHEW! GREAT choice of runway availability! IMHO. If the mains touch the centerline of the runway, and nobody gets hurt, then it's called a great landing. Have you done touch and go testing to date?
I do believe you are getting comfortable with the ship in the crosswinds......two crosswind flights in a row!! Another box checked off....handles in crosswind....now that the cooling seems to have some wiggle room.......point that lady up and get a little more altitude and see what happens!!
That was a very interesting set of viewpoints from what was a pretty bumpy ride!
Nice editing.
Thanks for sharing! 🙂
Hi Peter, your tenacity and accomplishment are truly amazing. This aircraft has potential to be a game changer if the roll stability can be improved.
It would be nice to have a camera showing your eye view of takeof and landing. Sort of what a copilot would see. I cannot stop thinking that we all saw this plane at the mold manufacturing phase!
Now there’s some real pucker factor in landing in crosswinds while trying to learn how to fly your new aircraft.
What a weather,! thanks a lot for sharing the video, and tuning for the coming update, keep well.
Really a very nice ride. Thank you, Sir.
Winglet / Scimitar device will reduce the canard vortices. Significantly Reduces drag and vortices and increases performance which reduces fuel burn. Should keep the vortices below main wing also.
can winglets be used on canard wings to change vortex affecting main wings?
There were winglets on the original mockups. I didn't see the first videos, I'm sure there was a reason they were deleted. Also originally had a retractable step.
Yes. This has been investigated fairly thoroughly in Rutan circles
Can you have someone video you on a fly by and on a take off and landing?
haha, that puddle was pretty wild!
Hey two videos back to back. Nice.
Try adjusting the stops of the rudders so the TE is always biased out. Increase in 1/4" increments. This will likely reduce the Dutch roll you are noticing in turbulence. My guess is 3/4" or so will be a sweet spot.
Very nice touchdown!
Regarding the canard vortices, I'm wondering if it would make sense to add some kind of wingtip device to lift those vortices up above the main wing in level flight.
It looks like you have more confidence in her flying in those conditions. Thank you Peter. Cheers Wiz
Nice flights!!!
Well done Peter.
That harmonic vibration seems to be something new.
Wasn't that a few flights ago - something to do with a camera mount??
@@18robsmith I saw it in the last flight but I didn't hear him explain it though I could have just missed it.
I just went back and saw it then - not the first time its made an appearance......
@@18robsmith This footage is from the last video I'm pretty sure.
@@DoRC Like you I'm pretty sure that shot was the flight in the last video (out earlier today). Real pain if it was "cured" and has come back....
Peter, or anyone who knows...How is the redrive housing vented back to the crankcase or otherwise. As far as I can tell there is the 'oil in' connection at the top and the drain connection back to the sump now via the pump so what is to stop the oil building up in the housing as air is entrapped in the oil by the bearings and gets carried back to the sump? I have looked back at previous redrive videos and just cannot work out what is to stop the redrive filling up with oil again. Surely I am missing something here, or maybe not and there is the problem.
Peter’s video prior to this one showed the recently added scavenge pump to the re-drive return and the oil cooler between the scavenge pump and sump (see czcams.com/video/jElbk9PX_JM/video.html). So basically oil feeds into the re-drive, then drains out the bottom (assisted by a scavenge pump) where it gets pushed through a cooler mounted in the lower, rear-facing cooling air duct, then the cooled oil is deposited in the sump for it’s next lap of the system.
@@DiverJames Yes James, I get what you say, but what happens if air is entrapped in the oil, and gets sucked/pushed down to the sump by the pump ? If oil is being fed to the redrive which replaces the air getting down to the sum p then eventually the redrive fills with oil. Eventually all the air gets purged from the redrive unless some air can get back into it. Assuming it cannot come from the sump as oil level is too high in the sump and now there is also a pump in the way, and only oil is being fed into the redrive, where is the air going to come from? To me it cannot be replaced so the redrive will fill with oil.
@@JonckVideos - Peter is probably best to discuss the internals of the re-drive but from what I’ve seen on the earlier videos, provided the scavenge pump is able to drain the oil at least as fast as it is being pumped in, then even if it fills, it wont matter.
I’m just glad your safe.... What was the wire hangin off right canard?
I think it's an overgrown tuft to see what the vortex from the canard tip is doing
@@18robsmith it is, he discussed it in his last video. Trying to figure out where the vortex from the canard is hitting the main wing.
What is the takeoff distance?
Peter, did you ever look into a "PrandtlPlane Configuration" for the main wing? It might just cure alot of the longEZ's design ills, considering how many first's your airplane has chalked up so far. Fantastic Work.
that looked fun - i'm guessing your input responses were pretty rapid as were the changes in turbulence - was the plane responding well to your changes - looked fine below tree line - did you sweat at all - how does it compare to your usual past aircraft? - either way mate, i'd be a passenger with you!!
I observed that you get a lot of vibration on your wing that to me seems not related to the turbulent weather conditions. I question if it could be caused by vortexes generated from your canard wing, particular at higher angels of attack, during take off. Has this ever been looked at in a wind tunnel? I would be concerned about the impact on the wing particular if such a vortex would move in a turn towards the wing tip of the outer wing. On the inner wing I would assume it will move to the wing root, having neglectable impact. Maybe installing a fence or slightly horn molded wingtip could bring noticeable improvement. Food for thought! Good luck with your project, nice looking plane!
Chase plane video would be nice.....
Noticed a wire whipping on the right canard.
It's a telltale to find out where the vortex from the canard is hitting the main wing.
Hmmmm, lateral flow along the canard, possibly lessened with winglets ? ,,, but a little loss in visibility .
Just a little bumpy
Nice. All we need, soon, is a ground eye view, of the bird going through it's paces.
This plane is smoking awesome 👌 😎. Whats the time-line for first order deliveries at this point?
Nice. How does she fly. Peter? Is she a well behaved forgiving aircraft? (November-three-fiver-two-tango-delta.)
About how many feet is your take off roll and landing roll?
Hate to be a pedant but date overlay at the start of the video say 2020. should be 2021. Great content, keep it up, it's fascinating.
Are you touching down at 90 Kts?
Peter, please be careful of flying in such turbulent conditions. It’s not worth the stress or risk to you or what you’re achieving. Glad to see you were both up to the task, despite the conditions. Great control of aircraft at your level of experience, well done.
Love the design. Its become very apparent that it is very over weight for the prototype design. I've flown a lancair IVP, with 350hp continental 2650 lb empty weight. I believe you can shed the weight, but you will have to have a new engine design....old saying....no replacement for displacement
👍✈️
It is noticeable the degree on which the turbulence made from the canard is affecting your main wing. You could probably lower your canard on a seagull design or manage to place some windlets on the tips of your canard so it gets the turbulent área high above the main wing. (This are only random ideas, hoping you succeed and perhaps speed up the cruising)
Was there a string or something hanging or caught on the right canard?
It's an attempt to visualize the canard's tip vortex impinging on the main wing. Discussed in the previous video with narration.
I thought that GoPros had better image stabilization then this. And what is with that string on the right elevator?
Yaw instability, I could make the assumption that that is you main issue with the seesaw effect I am seeing
What you're seeing is strong, gusty, side winds.
with that wire swirling around you can really see the vortices spinning off the canard onto the main wing.
new shorts for peter. lol. good job peter. she's lookin' fabulous.
No doubt this is a sexy looking aircraft. But, if this wing configuration has any significant advantages over the standard airplane design, I have to wonder why some of the major manufacturers aren't following suit. I suppose these thoughts were discussed when they were flying the 1/4 scale model some 4 years ago, but I hope they will reach a point soon where we can see a side-by-side comparison with a similar, though more conventional, late model airplane.
There'll be nothing to compare it with. 😎
Looks cool, resistant to stalls.
WHEW! GREAT choice of runway availability! IMHO. If the mains touch the centerline of the runway, and nobody gets hurt, then it's called a great landing. Have you done touch and go testing to date?
I do believe you are getting comfortable with the ship in the crosswinds......two crosswind flights in a row!!
Another box checked off....handles in crosswind....now that the cooling seems to have some wiggle room.......point that lady up and get a little more altitude and see what happens!!
Would be awesome to have somebody film you as you take off and land and maybe some shots flying around the airport.
A more stable takeoff and solid level flight and she is ready to go. The right wing keeps dropping. Why?
Wind?
fierce winds that day
@@heaven-is-real Such that ATC put the emergency on standby.
Hi. Sure was bumpy.
Was windy a fuck in upstate SC yesterday and Friday. I assume in northern GA was the same
@@austinclark3809 Such that two Cessnas immediately returned to land.
I'll never fly again