Recent content by rbarnes

Lots of great info. All uploaded in the last 2 weeks. Looks like they're are working hard on a How To instructional online manual as well. https://www.youtube.com/channel/UCgkncj4tKePKtX6mTcDHTDw/videos Found a list of topics by webinar in their webpage Tuesday, September 15, 2020: Session...

Just watched the latest vid. Pretty well established now that the plane flies reasonable straight and is controllable, and requires a 3,000' !!!! ground roll with 1 person and 12 gallons of gas on board. That might be a problem...

If he would take up Velocity on their offer for flight training PM would know that winglet canards yaw before they roll and that most roll control is started and finished with your feet and not your hand... as explained by Paul B in his Velocity training article.

Yes the weights of the engines I want to use are well documented. I only want 2 seats and a bag area, so the CG range doesn't have to be huge.

One of my hold ups is having to climb over a wing and go through some circus contortionist act to get in and out of the plane. What about a pusher layout the puts the engines close together to reduce VMC as much as possible and forward swept mid fuselage wing to put the wing spar behind the 2...

Go back and rewatch him putting that thing together. 2 turbos and all the interconnecting pipe, intercoolers, fuel warmer heat exchanger, a/c, redrive, the mount. The engine mount/redrive frame alone looks like it weighs 100lbs.

800+ lbs :fear:

Did you miss the video where they weighed the engine ? and the one where he put a 100lbs of "ballast" in the nose ? PM himself admits the doors and their super pressurized latch system probably weigh 50 lbs each. A PT6 on the back would solve the weight and performance problems in one move, but...

The problem with the Raptor is not the engineering or fabrication. It's the overall design, promised performance, and complete lack of a proper testing of the structures to verify the math. Peter brought in decent engineers to do the math and actually build the thing. It's all the little sub...

Yep, I have to catch myself thinking about it wrong too. Remember prop pitch sets rpm for a given air speed. Throttle sets how much power you're asking the engine to try push through the prop at that rpm. On non-boosted engines it doesn't matter since you're always running at WOT at altitude...

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It adjust prop pitch to maintain a certain rpm, so it is watching engine RPM. Typically with a system like this and like what Cirrus did is you pick what your climb/cruise rpm is going to be and your more or less stuck with either that rpm or full power rpm. It limits the flexibility of how you...

I work for a German company. German's design for Europe. If it works somewhere else. Great !. If not... meh... Drives us nuts !

I would write RS Flight. Their system is just an ECU that is made to run a fuel injected water cooled 4 cylinder. The prop control is the problem since they use a hydraulic governor that works with the Rotax engine. I would also reach out to Airmaster and see if they have anything in the works...

I've always wondered what Beechcraft's special sauce was for their not just well balanced and harmonized controls, but the butter smoothness of them as well. Every Bonanza and Baron I've had the pleasure to fly felt the same and I'm told the KingAir's do too. Was there something special they did...