Raptor Aircraft

Sounds like an electric model airplane. I wonder if it’s more impressive in person?
 
RangeRider said:
Looks to be barely flying, way under powered.
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Model ducted fans are pigs as well until they get up to speed...particularly the older glow engine powered ones. They were capable of high speed and climb rates once they had a head of steam (usually after the first dive to a low pass), but typically milked their way into the air and on initial climb.
 
The most hated airplane builder is back at it!
 
As usual, he has a crackpot hypotheses to explain an aberration. One of the turbochargers dropped boost and began squealing, then returned to normal.

The Perfesser attributes it to random carbon deposits detaching from the intake port, traveling through the cylinder, deposited on the turbine wheel, and then disappearing. He's gonna run it some more to get any other sludge to break loose and pass through the turbochargers.

I would never have deduced that sequence of events. The man is a genius.
 
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At least he is sticking with his original plan. 1 buy a used engine out of a junk yard with an unknown history 2. bolt it on the plane along with all the accessories from the first engine. 3. listen for strange sounds 4. go fly! As the most hated airplane builder would say "Yup I'm good with it".
 
Crackpot. Haven’t heard that description in a long time.

Fitting tho......
 
The intake ports are all coked up with sticky oily soot mix from the old EGR/PCV recirculating emissions crap. He says running it will burn it off... SMH
 
steingar said:
I only fear he's going to make a smoking hole and make us all look bad.
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+1 on the first half of your statement, but I'm not too worried about the second. He has left plenty of evidence of his processes. My only fear is he injures someone else. I've wondered how the FAA hasn't intervened in at least some respect with what he has shown in his videos, considering how easily they pursue Brian and other YouTubers of far less nefarious safety issues.
 
midwestpa24 said:
+1 on the first half of your statement, but I'm not too worried about the second. He has left plenty of evidence of his processes. My only fear is he injures someone else. I've wondered how the FAA hasn't intervened in at least some respect with what he has shown in his videos, considering how easily they pursue Brian and other YouTubers of far less nefarious safety issues.
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Has he crossed any lines with the FARs? His testing requirements are in writing and he seems to be following them. The FAA is actually fairly good about striking the balance between letting people put their own lives at stake and regulating added safety for passengers. (See also aerobatic parachute requirements, night currency, and seat count restrictions for LSA or Basic Med.)
 
iamtheari said:
Has he crossed any lines with the FARs? His testing requirements are in writing and he seems to be following them. The FAA is actually fairly good about striking the balance between letting people put their own lives at stake and regulating added safety for passengers. (See also aerobatic parachute requirements, night currency, and seat count restrictions for LSA or Basic Med.)
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We've yet to see much of any real testing taking place so far. He hasn't tested the flight envelope of the aircraft in any appreciable way, and has made clear statements that he has no intentions to. Some of his hasty repairs defy logic or accepted safety standards.

My point about the FAA was that they have no qualms about questioning the Premier pilot's radio call about clearing the runway just before crossing the line, or Brian's sarcastic posts on social media, but they don't seem to have at least looked into the Raptors testing program or some of this engineered fixes. There have been pilots that have gotten phone calls from the FSDO for aborting a takeoff, requesting documentation of the issue and log entries showing the airplane was inspected and fixed.
 
This guy made a nice video about why Peter is such a moron and the most hated airplane builder!
 
And it's official...he's planning to fly it to the west coast. He had been saying he was going to truck it, but has been inching closer to this for a while. The normalization of deviation continues. Not unexpected, but still a downer thinking of how this might end. Hope he doesn't die, but the chances of that thing getting to the west coast without another major incident are pretty slim.

He has yet to get enough altitude to even clear the terrain along the way by much, if at all. Range must be pretty limited. Cooling is still not sufficient. Nothing about that thing is ready for being more than a few miles from an airport (really shouldn't even be leaving the ground) and he doesn't seem interested in any significant fixes before getting it to the west coast.

Of course this is all assuming he somehow manages to fly off those 30 remaining hours sometime soon, which is unlikely since it's getting hot in Valdosta.
 
That's two more engine swaps to make his 40 hours.

Petey - get that next engine ordered and ready.

If you can't make more than 10 hours before your overheated and overstressed car engine fails, get good at quick changeovers!

Have that spare engine ready for a quick swap so you're in the air the next day, not weeks later.
 
I really hope someone can talk him out of trying to fly that thing to California, that's just asking for trouble.
 
Bender Aviation said:
Delrin huh? Heavier parts you say?
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Is Delrin typically used for high stress applications such as this?

The Google entry says applications include: “Vehicle: fuel sender unit, light/control stalk/combination switch (including shifter for light, turn signal), power windows, door lock systems, articulated shells.”

Serious question for any engineering-types here.
 
From the DuPont website: Delrin® acetal homopolymer (Polyoxymethylene POM) is the ideal material in parts designed to replace metal. It combines low-friction and high-wear resistance with the high strength and stiffness such applications require. It provides a wide operating temperature range (-40 °C to 120 °C) and good colorability.
 
FastEddieB said:
Is Delrin typically used for high stress applications such as this?

The Google entry says applications include: “Vehicle: fuel sender unit, light/control stalk/combination switch (including shifter for light, turn signal), power windows, door lock systems, articulated shells.”

Serious question for any engineering-types here.
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More Peter madness where he doesn't understand the cause/effect relationship. He failed the oil system and a bearing seized. A different bearing isn't the answer, a decent supply of oil is the answer. The original bearing was (presumably) fine until he puked all the oil. Just replace it.

As for delrin's suitability. Is this application a bearing application or an oil seal application? I probably wouldn't use delrin for either, but certainly not in a bearing application at 200+ degrees with any load on it.
 
Fair warning: I don't watch his videos, for pretty much the same reason I never watched Jerry Springer or Dr. Phil.

Looks to me like the shaft has some galling from the previous failure. If that's the case, then it's going to chew up any replacement bearing. A plastic replacement just won't sieze, since the shaft will be free to hog it out as much as needed to clear the rough parts. Of course then it will probably leak oil like mad. But if there's any side load on that thing, I suspect its life will be amazingly short.

The answer isn't to use a plastic part, the answer is to either replace the shaft altogether, or at the very least polish it so the proper bearing will work. If the damage isn't too deep, and the tolerances aren't too tight, that might work. I have no idea if that's a custom made assembly or something repurposed from an automotive application. In my totally non-expert opinion, derived in part from my years of occasionally trying to kimchi-rig something to work and save some time and money is, "Replace the shaft and the bearing, and fix the problem that ruined them in the first place".

My advice is worth every penny paid for it.
 
kyleb said:
More Peter madness where he doesn't understand the cause/effect relationship. He failed the oil system and a bearing seized. A different bearing isn't the answer, a decent supply of oil is the answer. The original bearing was (presumably) fine until he puked all the oil. Just replace it.

As for delrin's suitability. Is this application a bearing application or an oil seal application? I probably wouldn't use delrin for either, but certainly not in a bearing application at 200+ degrees with any load on it.
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And why I believe he is doomed to fail. He is so busy "innovating", he purposefully ignores the cause of his failures and instead conjures up some fairy tale and a solution to a problem he caused. He has become full force delusional.
 
FastEddieB said:
Is Delrin typically used for high stress applications such as this?

The Google entry says applications include: “Vehicle: fuel sender unit, light/control stalk/combination switch (including shifter for light, turn signal), power windows, door lock systems, articulated shells.”

Serious question for any engineering-types here.
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In the automotive aftermarket, delrin is used widely in suspension bushings, and it works very well in that application. I don't watch Peter's videos, but if he's intending on using using delrin on that drive shaft, I don't think that's going to end well.
 
As someone mentioned, Muller is totally cavalier about the failure of a flight critical component. As usual, he comes up with ridiculous reasoning for the cause of the failure, and does nothing to investigate the real cause.

He has ignored the damage to the shaft. The Delrin replacement is not compatible with the machining tolerances required for proper operation, it certainly isn't correct for drilling and tapping for the installation of pressure fittings, and the material will not withstand the operating temperatures it will be exposed to.

Where the **** does he get these ideas from?
 
He's going to need another 30 hours in Georgia before he can fly it west. At this rate that's three more engines. Should keep him busy for awhile. I have Delrin crash bungs on the motorcycle.
 
FastEddieB said:
Which can best be described as “sacrificial”, right?

Not sure that’s what you’re going for in a bearing.
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My guess is that this is just another example of PM demonstrating his willingness/ability to take a small amount of information and apply it incorrectly. He probably saw something that referenced Delrin as a bearing material and rather than ask around, he ran with it (not realizing that the bearings Delrin is good for see limited range of motion and certainly don’t involve a shaft spinning at (relatively) high rpm.

The lengths he is willing to go to avoid admitting that he doesn’t know something are staggering.
 
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