TFF
Well-Known Member
Officially they don’t have radar because of the designation. The do get composite feeds.
10/23 Raptor Video
- Thread starter Volzalum
- Start date
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Sure, they get an anonymous 1200 code. But they get the 1200 code at some minimum altitude and require a pilot contact to identify, as far as I know. I know the transponder is not required outside of class c. The ADS-B isn't required either. I don't know if he is required to turn it on if it is installed.
If ADS-B Out is installed, running it is required.
Then I think his ADS-B is calibrated and it must use GPS altitude. Or, the ADS-B may be connected to the mode c altimeter. In that case maybe he is required to run the transponder because he has ADS-B installed.
You are required to run both if installed. The transponder rules are unchanged from before ADS-B.
Wild Bill
Well-Known Member
Per the latest video flaps may be added for production.
I’d like to see the canard elevator setup you would need for flaps on the main.
I’d like to see the canard elevator setup you would need for flaps on the main.
Flaps are visible inboard of the ailerons in the top-view drawing on the old website. I suspect they were heavily dependent on his original fowler-flap elevator design that didn't work.
It must be installed and running for the plane to show up on flightradar.
There are good reasons you don't "flap" canard configurations.
He said converting the ailerons to flaperons. That would be limited flap.
rv6ejguy
Well-Known Member
I continue to be amazed with Peter's thinking about cooling. His plan is to place an oil cooler in the aft ventral air exit now. He clearly doesn't understand the concept of Delta T and HXs as the air from the cowling has already been heated by the rad, exhaust and intercoolers upstream. This will have the additional effect of restricting the outlet flow and probably reducing flow through the upstream HXs and elevating coolant and charge IATs with little change in oil temps.
I'd do a flight with the meat probe to measure the outlet air temp at the scoop. If it's the same or higher than the the oil temp, he'll get zero cooling here. Would save a lot of work.
Also, why would he remove and tear down the redrive bearing housing, replace the nitrile O-rings which were heat degraded but not replace the nitrile shaft seal?
I'd do a flight with the meat probe to measure the outlet air temp at the scoop. If it's the same or higher than the the oil temp, he'll get zero cooling here. Would save a lot of work.
Also, why would he remove and tear down the redrive bearing housing, replace the nitrile O-rings which were heat degraded but not replace the nitrile shaft seal?
Same issue. Plus these designs tend to be a little lacking in aileron authority at low speeds already without asking them to do double duty.
I don't think converting existing ailerons to flaperons without inboard flaps is a good idea on any aircraft whether conventional or canard. Just reporting what he said.
I have no idea if he meant full span flaperons or just drooping the existing outboard ailerons.
I have no idea if he meant full span flaperons or just drooping the existing outboard ailerons.
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I watched the latest video through - he specifically suggested flaperons AND flaps as the solution to the high landing speed. 
It's still pitching around like it's only neutrally stable. VSI readings following suit.
It's still pitching around like it's only neutrally stable. VSI readings following suit.
Yeah, he said "converting the ailerons into flaperons and then adding flaps as well".
I think experimenting with inboard flaps should be first. (or nothing)
I think experimenting with inboard flaps should be first. (or nothing)
Flaps on a canard configuration require careful design to counter pitching moments and avoid undesired stall modes. It’s not an easy thing to do.
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donjohnston
Well-Known Member
I'm confused why he's talking about flaps on the main wing when he still has absolutely no idea what speed the canard stalls at. For all he knows, he could be landing at 60kts. I know that's extremely unlikely but my point is that it's a huge unknown.
Testing flaperons with a trial and error method on a high speed canard will be dangerous beyond belief. I’m struggling to wrap my head around how this will be designed and accomplished.
Exactly. He's looking for major aero fixes but has yet to do any significant envelope expansion on the current configuration?
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