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Discussion in 'Flight Following' started by Unit74, Nov 6, 2015.
"engine’s in-flight shutdown rate stands at fewer than three per 1 million hours of operation"
ok they do happen. But I'd be willing to bet Peter's set up isn't nearly as bulletproof. He had better known options but he chose this just to be different and to prove it could be done. Was just using Patey as an example that as crazy some of the things he does is. He still opts for safety and reliability. And it's not safe and reliable just because he says it is. There's 40 years of case study on his side.
That’s it. I’m putting my deposit down.
"You can see it's stable in roll-- any roll you see is actually me inducing it"
With science like that, it's hard to argue.
His complete lack of any test plan, goals for the day, etc, is not a path to success.
The shimmy on the nose gear, and the way the mains jerk around on touchdown does not give me warm fuzzies.
Typical high wing trash
What's the rate for a typical Lycoming or Continental?
A RR 250 would be a much better option than the PT-6. Smaller, lighter, 650 HP, decent fuel burn, and less cost. Get a good used 250 C47B for $200K.
Holy crap. That went about as smoothly as I expected. Better actually, since there isn't a smoking crater. Way to smash it into the runway. The mains don't look long for this life.
I may need to fly out to VLD this weekend and see if I see this clever girl in the patch!
Couldn't find those numbers. But the PT6 has a TBO of 3,600. Has about 10 moving parts vs 260 in the Lycoming.
Wasn't trying to say Peter should have used the PT6. Just that he should have gone with a known. Even the CD-300 despite being relatively new, it's actually been tested. I don't think anyone would call what Peter has done with his powerplant as thoroughly tested.
So is he planning to go fly around the patch now or is he still planning on running off the end in ground effect?
I was half kidding that with the addition of the flight suit it appeared he was considering flying it...after seeing that last video, I’m pretty sure he actually is. Scary.
Wearing a flight suit makes you a test pilot. No other experience needed.
true...although he should probably stay at a Holiday Inn Express the night before...redundancy and all...
Can you name something in Peter's Raptor program that gave you a warm fuzzy?
Pretty sure the heater will work based on those engine temps.
“It’s the new Ronco Raptor! It’s pressurized! It’s long-ranged! It’s fast! But wait, there’s more! Open the cowl and install the griddle plate-It also sears your favorite steaks, chops, and roasts while you fly!”
And if you call in the next hour, we’ll include the brake griddle so you can still cook if you’re stranded at an airport, simply by repeatedly doing high-speed taxi tests!
call now, supplies are limited!”
You should fly a high wing with a tubular landing gear legs like a Cessna, those legs easily move a few inches in all directions at the wheels.
Heck there is a NASA video of crash testing a C172 with the flat spring gear where they flexed so far the fuselage contacts the ground before the springs rebound.
Gopro of Cessna nose wheel shimmy, or vans RV nose wheel shimmy is eye opening.
can't do that, real RV pilots don't have nosewheels. they quit designing real RV's at number 4
Or tail wheel shimmy of any kind.
You're not kidding about Cessna tube type gear. I've operated a C182RG off of unimproved strips. It's best not to look at the mains while you're on the go. "A few inches" is an understatement
RE: Cessna Gear
Yes, their amount of flex and yield is impressive! I actually didn't note anything unusual about the Raptor's main gear on touchdown
Commercial aircraft can have some impressive gear "absorption" as well.. if you find good zoomed in videos of large planes landing there is certainly a fair bit of flex and movement that goes on during touchdown that often translates into the flaps.. the 747 seemed to nearly disassemble itself when touching down.
The rv-8 is not a real RV?
It's that line of nonsense thought that real airplanes should be accident prone, ground loop often, and generally difficult to fly.
Hand propping a slow open cockpit cloth biplane tail dragger with none of that bourgeois excess is apparently the only thing a real pilot should ever fly
If you’re not lying prone on the wing, you’re a passenger, not a pilot.
Nonsense. You should be hanging through the wing.
What a drag.
I don't even know what I'm looking at. Magenta lines have ruined me
Sad. Just sad. Magenta lines are the gateway drug. Then auto pilots the auto land. Then the chute and it’s all downhill from there.
Some, including Van would say the best RV.
I think it is too. Very fine airplane. I like the sliding canopy better than the swing open ones. The RV-8A is an imposter. A light weight VFR -8 with the 390 is my dream build.
You forgot glass.
Waiting for the whole "wright flyer had skis, wheels are for posers" stage of this luddite love-fest to kick in.
They had wheels. They just had the good sense to leave them behind once they slipped the surly bonds.
Did anyone notice if he waited to call "clear of the runway" until after he was across the hold short line?
They didn't "design" it. They just fed an RV-4 steroids and look what happened.
Just because I like an airplane a lot doesn’t make me a Luddite. So offensive lol
Newest engineered fix: a bag of fishing sinkers in one of the winglets, and a hundred pounds of unsecured lead shot tossed under the left seat.
I keep thinking I'm gonna see one of the doors swing open and thirty five Shrine Circus clowns are going to jump out, get in a Yugo, and drive in circles around the aircraft while one clown squeezes a big rubber bulb horn.
"I'm good with that."
That certainly seemed odd to me.
1) Most planes don’t seem overly sensitive to lateral weight imbalance. You can have a 100 lb pilot and 300 lb passenger, or vice versa, and it usually has minimal effect if any on flight characteristics.
2) If I did decide to add weight at the winglets, I think adhesive wheel weights would be a better choice for experimenting, and even then I’d want them secured with safety wire.
Am I to assume that his left aileron trim is now only ground-adjustable? If so, perhaps his energy would be better spent making it flight-adjustable. Not adding fishing sinkers (!).
I like the suggestion on YouTube that he make another ground effect flight from the left seat and see the results before chasing minor weight imbalances.