All EFi cars had cable throttle control before FBW became the norm through the 1990s to early 2000s. I got engines sitting in my factory right now that are EFi and cable.With an electronically controlled injection, FBW is the only option.
Yeah his aerodynamic analysis is basically zero. He literally said he's gonna add more trim (cuz the air pressure pushed it back) and hope that works, like really? It's sad that his youtube audience thinks that thing is the really gonna fly....why I came over here to talk to sane people.If the nose comes up at the airspeeds he is running then he will have his hands full. In my view what he is doing is really risky. As I say, I hope he doesn't get hurt.
Given that Wasabi Flight Test caught and was really concerned about the springy aileron circuit, I would expect that they also checked the elevator and rudder circuits. That would be a HUGE miss if they did not catch that.So nobody checked for springy elevator?
How does the trim work? (trim tab? spring on elevator?)
Wasabi didn't get to the higher taxi speeds, or use the trim to have that issue raise it's head.Given that Wasabi Flight Test caught and was really concerned about the springy aileron circuit, I would expect that they also checked the elevator and rudder circuits.
That would be a HUGE miss if they did not catch that.
Actually most auto Diesels have a butterfly mainly to get a positive engine cut when ignition is switched off. You might have seen YouTube videos of "Diesel runaway" which is where the Diesel will keep running (sometimes at full power) if an oil leak (such as a turbo seal or EGR failure) injects engine oil into the inlet. This happens quite a lot and so to avoid getting sued, car makers put in the throttle.Ahhh. Diesel... No throttle butterfly... Forgot about that part.
Generally, that's true - the plans ground incidence angles tend to require an "up" elevator input (TE down) to raise the canard and get the wing to the correct AOA for rotation. HOWEVER, I have flown a couple of canards (COZY MKIV's) on which the wing incidence angle was set a couple of degrees too high, and as soon as I started pulling aft on the stick and causing TE down elevator deflection, the plane basically levitated off the runway. A little weird, but can be done. Usually it's not, because then the fuselage is at the wrong AOA during cruise flight for minimum drag (at least theoretically).Marc Zeitlin can correct me, but I didn't think any canards flew themselves off the runway.
Keep up, Bill . Yes, we checked the elevator system numerous times, and the trim system has been discussed here numerous times. There is very little play or compliance between the stick and the elevator motion. All the motion you see in the latest video is the trim system reaction to the aero loads. Since the hinge line of the elevators is so low and far forward, any aero loads create a HUGE hinge moment that the trim system needs to work against.So nobody checked for springy elevator?
Peter had originally used a coil compression spring in an inappropriate manner for elevator trim, and it basically either did nothing or worse, had a negative feedback effect depending upon elevator and trim motor position. One of my "fix this" issues was "implement a trim system similar to the Velocity system", and he kind of did, with metal cantilever springs and the original electric actuator. At least it currently has a monotonically increasing force opposing the aero forces.How does the trim work? (trim tab? spring on elevator?)
I'm actually pretty confident that it will fly, and be reasonably controllable. However, I think it will have a relatively narrow operational envelope, won't come close to the claimed performance, and will suffer frequent propulsion issues including but not limited to complete power failures....It's sad that his youtube audience thinks that thing is the really gonna fly....why I came over here to talk to sane people.