I think gambling addiction is another example of this behavior... the person who can’t tear themself away from a slot machine because they are sure that the machine is “bound to hit soon” and make up for their losses because it hasn’t hit yet.
Yeah, well I think you need some ego (self confidence) in spades to even try something of this scale.This largest problem with the Raptor is Peter's ego.
Some, definitely.Yeah, well I think you need some ego (self confidence) in spades to even try something of this scale...
Well gents I would be one of those people. And until a few months ago I was definitely on the Raptor bandwagon. An old but newly minted 100 hour pilot who has always dreamed of a Velocity and saw this carbon pressurized version and went wow! As you guys have pointed out about Peter - I think it is true that we all don't know what we don't know. Moreover, because Peter is passionate and believes so much in what he is doing, we were easy to convince. We didn't know about the complexity of doing all of this at once - or we chose to ignore it until we were hit over the head with it 20 times. So I thought, maybe I should park a couple thousand and risk my $65 and get in - this is so cool. Which is what I did. I was still on the bandwagon even as I began reading all 35 pages of this forum. It took a long while for me to slowly let the facts and arguments, fairly presented, sink in. Lo - there really are a lot of potential problems here.There is a saying in the UK:
"There's one born every minute"
So what the Starship did was have standard slotted flaps on the canard as elevators (in much the same way as the GU canard on VE's and LE's, not surprisingly) with the hinge line slightly below the bottom surface of the canard. So when the elevator is deflected downward, it VERY slightly increases the area of the canard, and VERY slightly moves the aircraft aerodynamic center. In order to balance the large moment increase when the main wing flaps were deflected, the SWEEP of the canard was changed in concert with the flap deflection, so that the movement of the canard forward would balance out the moment increase. This ONLY happened when the flaps were deflected.But one thing I learned from the vid is that there is actually some sort of method to the madness of the elevator design. Apparently they want to preserve the possibility of having flaps or flaperons on the main wing, and balance the Cl increase with coordinated deflection of a flap-like elevator. I seem to recall that the Beech Starship does something similar, and I've not heard anything to suggest that it's necessarily a bad idea. But that would require more systems, more testing and tweaking, and more mass, in an already unreasonably bloated airframe.
Talked with and shook Sanjay's hand last Thursday at his chapter's builder meeting. He looked good and moved around OK. I am sure he is still hurting somewhere, but he was social and friendly.I had an unintended liftoff just doing what I thought was a routine fast taxi. It jumped to 12 feet, a result of being tail heavy. I knew it was tail heavy and had no intention to lift off but it caught me by surprise.
The Sanjay Dahl crash looked similar. Not sure how he is doing?
The further forward you move the AC, the further aft the CG is in relation TO the AC. This reduces the loading on the front wing (the area's getting bigger, remember) so it can reach a higher AOA. As the canard reaches a higher angle, it raises the angle of the main wing. Eventually, if it gets high enough ,the main wing will stall. This is a deep stall, and it's a bad situation if it fully develops. This can happen with ANY airplane, if the CG is too far aft (in relation to the aircraft's AC), and has happened a number of times in canards. The issue here is that the canard is getting bigger WITHOUT the CG moving at all. At least in a standard canard, if you have your CG within the approved range, a deep stall is almost impossible. Maybe not so here...Would you please explain this part? Thanks.