HINGED INSTRUMENT PANEL! | DarkAero Shop Progress Update | August 14th, 2021
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- Опубліковано 13 сер 2021
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We've continued making progress on the DarkAero 1 prototype! Keegan has been plumbing in the fuel system and installing the magnetometer and pitot tube in the wing tips. River has the panel installed in the airframe and talking to the engine. Ryley is pulling together the last details of the main gear design before we move back into manufacturing main gear components.
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Hey all! We're seeing a lot of repeat questions/comments about the electrical system so we wanted to focus the discussion here. It's hard to summarize the full electrical system design and failure analysis in text, but we will hit on some of the key points here. The majority of electrical devices in the aircraft are circuit protected through the Vertical Power VP-X solid-state breaker box, which can be accessed through the G3X display while in flight. Electrical hardware required to run the engine is not run through the Vertical Power box, just in case it experiences a critical failure. High current motors, like the ones that drive the landing gear, are also not run through the VP-X.
There is a subset of electrical hardware which needs circuit protection but cannot be accessed in flight. Any length of wiring between the battery and a fuse/breaker is unprotected against a short to ground, which could cause a fire or pose a hazard. The fuse box mentioned is specifically located close to the battery to minimize the length of unprotected wire. The airbox was chosen as the mounting location since it is close to the battery and results in fewer electrical connections tying the engine to the firewall, which makes maintenance and modifications of the engine easier for us in a prototype/test environment.
There are two ECUs that are running in parallel at all times. If one of the fuses for these goes out, the engine will continue running. The pre-flight checks for the aircraft require that you check for the functionality of both ECUs so that the troubleshooting of this issue can be done on the ground before flight. The emergency extend for the gear is purely mechanical, and if there is any emergency with the gear prior to landing the default action is to pull the emergency extend lever.
All that said, your #1 job as a pilot is to fly the airplane. We have designed our electrical system with this in mind. Our goal is to orient the pilot around flying the airplane when they are in the air and to leave any electrical troubleshooting to when the plane is safely on the ground.
Thanks for the breakdown!
Is there a main fuse feeding the branch fuse block? It would protect against a short to ground from battery to branch fuse. Among the other reasons stated, keeping it close probably also saves weight.
Thank you guys for responding. That’s what I like about you guys. Look forward to seeing this in the air.
I love your process..the building...the design...etc. But I honestly believe you aren't thinking this through completely. Pulling breakers isn't necessarily about troubleshooting, it could be, but it may also be about saving your life when trying to shutdown an electrical fire at 12000 feet. Breakers won't always trip when they instigate a fire.
Cant tell from the video but are all the spark plug wires tied together? Those and the ignition coil signal wires should be separated. Be careful with EMI on those ignition electrical components as too much interference will cause you headaches with the electrical with misfires.
The fuse block must be in the cockpit. Just had an incident in my own plane with the landing gear requiring me to shut off the gear pump motor while in flight and the only method that works is pulling the breaker. Standard emergency procedures with an electrical fire is to manually pull breakers.
Please rethink this.
I was just wondering that myself. Fuses in the engine bay don’t make much sense if you need to troubleshoot while flying.
Exactly my sentiments; thanks for saving the me the keystrokes. And they should be circuit breakers, not fuses.
They are going to have to single file them on the side rails cause the control panel area is maxxed out if I remember correctly.
Just go full Tesla for software fuses :P
Предохранители в таких конструкциях это уже карго культ.
Поэтому не важно где они находятся.
This aircraft is worth the "weight". I can't wait to see its taxiing let alone take off. What a great looking aircraft and the work is being done in a very precise manner. What a great team of builders. I can't spend a full day with my siblings let alone build an airplane.. Nicely done guys very nicely done.
A couple of comments here:
1/ The fuel pressure manifold that is bonded to the outer skin of the fuselage...does the drain spigot seal against the threads or does the fuel exert pressure against the adhesive/sealant??? (That could be an unnecessary weak-point).
2/ The centralized wire-loom has the harnesses from both ECUs "sistered" tightly together. Problems can migrate quickly as wire insulation fails. (You need to either mechanically or physically separate those critical components to retain redundancy).
3, You don't want to mount the fuse panel on the engine baffling. Copper doesn't like vibration. It work-hardens and becomes brittle over time. (Minimize vibration by bedding the fuse panel on a rigid structure south of the Lord mounts).
Love your attention to detail, Guys!!!!
I concur, on the belief that mounting this fuse box to the intake manifold location, is less than ideal.. I know firewall space must be at a premium, but perhaps a bracket off the battery box?
It was a pleasure meeting you guys at Airventure in front of the Diamond DA-50. Keep up the good work!
Great to meet you too! It was fun talking airplanes and business!
Fricken amazing, loving the progress!
Stellar work guys! Thanks for the progressing updates... I enjoy spending time with your channel. Best wishes
Outstanding guys. Your attention to detail is amazing and inspires confidence from us pilots!
Wow the most inspiring channel on youtube! Thank you for the ins and outs! Teaching inspiring many generations to come with aerospace engineering! Ended up doing some classes at Defts after seeing your breakdown videos! Love all the content!
Thank you for making these videos!
Engine air cooling inlet....I can see two sharp cut out holes....nope. let me explain. If you push or suck in air, in a hole cut out from a flat surface....the flow calaculated for that hole, will in real life actually be a smaller hole.
If...for example intakes for an engine is just a pipe...the air entering that pipe will on the edges come in perpendicular at the mouth of the pipe , stopping and interferring with the main airflow entering the pipe, and therefore in real life the pipes effective intake diameter will be smaller than the actual physical diameter of the pipe.
The way hot rodders handles that is to put a small rounded trumpet at the intake pipes.
That will straighten up all the airflow ...before....it enters the pipe, and when the airflow enters the final diameter of the pipe, all air is lined up and goes into the same direction, and thus give the inlet diameter full efficiency.
A sharp edge in your engine air cooling inlets will do the same as a pipe without a trumpet.
Air hitting the cowling about an inch around the engine cooling inlets have a choice to go around the cowling or go into the engine cooling inlets. The air going from that spot to the engine cooling inlets...will now travel straight perpendicular to, and hit the main airflow that is rammed in...thus choking the inlet.
Fix....have the same size air inlet ducts...but at the inlet, round off the air inlet ducts. The area where the spinner is, that air is already "lined up" as it follows the spinner...but all other sides of the inlet...round off the inlet.
Round it off approximately, that of a diameter of a quarter.
Round it off so the "trumpet" starts at the cowling, and it looks like it is a sunken in trumpet...and the trumpet ends...and the actuall airduct starts a little bit inside the cowling...nothing sticks out...the cowling merely seems to "sink in" .(..thats the radius...)...and the actual duct starts seamless inside the duct.
Your engine airflow cooling ducts will flow way more air through, in this way, and still keeping the same size ducts.
Beautiful work guys. Love the perfect fit of that inspection plate on the wingtip!
I can’t wait for the finish product, I’m definitely buying one. The work that you guys have put into this is amazing, the engineering is awesome, I’ll see you guys soon…
You guy’s are awesome, can’t wait to see the next video!
Really really wanna build one myself 😍 can’t wait for the final results!
Me too, but I can't afford 😇
Placing the fuse box onto a vibrating structure might not be the best of ideas. Anyway, still very nice to watch all the progress...keep it up :)
I cant wait to see it fly, that is going to be an incredible machine.
Love watching you guys making a tidy plane, very impressive look forward to seeing the finished product. Keep it up! 💪🏻 back to work!!!
Such progress - learning a lot in Aus thanks guys!
I really want to build this now. Like I REALLY want build this. You guys are making something incredible
Nailed my thoughts on the nose.
I’m going to build a mini max before I build one of these
@@Deterrent-xz5zz I’m going to build an rv-12 before this :)
@@simpilot001 beautiful aircraft, how ever a mini max is mostly wood. It has custom financing and the engines are cheap all coming in around 7,000 to build.
@@Deterrent-xz5zz nice! How’s the build time on that?
Getting really close guys. Love the videos!
Was hoping for a main gear animation. :) Love the progress guys.
We showed some animation of the shock motion in this video. ua-cam.com/video/9N0SaJZ4Rjk/v-deo.html We still have yet to show the animation of the main gear retract motion but we can include that in an upcoming video! Thank you for watching!
Good work gentleman , coming along well , love the vids
Keep the good work fellas. Looks pretty dope.
Are you considering adding protective bump bars around the various toggles on the instrument panel?
The landing gear is awesome.
The great thing about this plane is it will deliver on performance. Their UL ENGINE COMES IN A NEW tubo normalized version. I don't kbow if it will fit though. Lots of extra plumbing.
I worry about critical system power fuses mounted to the vibrating shaking engine baffle assembly. Not convinced that is a good choice. Just my opinion based on 40 years experience in the avionics and aviation maintenance industry.
If the baffle is mounted to the airframe and not the engine, vibration shouldn’t be that much worse that anywhere else. I would think heat and access would be a concern with that mounting choice. As long as strain relief, flex relief and chafe protection are provided, vibration shouldn’t be that much of an issue. But then you’re the guy with 40 yrs. experience maintaining what engineers design, so I defer to you.
This is so cool!!👏🛫🛫
Never been into aircraft, have thought of learning because of family who have licences but it's never been a passionate thing...... But Damm this thing is glorious.
Great Episode!! *A question* the style of @MunroLive. The carbon fiber sump box appears to be assembled with roughly fifty-four (54) fasteners. Engineering, economic or material constraints that necessitate that number of fasteners? Thank you
I also agree that that many fasteners seems overkill.
The fastener count was originally driven by trying to achieve uniform compression on a sheet gasket in between the two sump halves. We changed from a sheet gasket to a sealant between the sump halves, but we had already drilled the fastener holes for the gasket configuration. The number is now overkill but the good news is no one is worried about that little tank leaking. :)
Like everyone else, I am HUGELY impressed with your innovation, engineering and attention to detail. You’re running a first rate professional design shop. Truly inspiring and keep up the great work!!! 👍🏻👍🏻👍🏻
Awesome Build Guys. Waiting for the final aircraft. Lots of Love from Pakistan 🇵🇰❤️
Green episode. Thanks. 🇨🇦
Very interesting development guys, I'm liking onshape!
Look like interesting clould CAD...
? Do the main tanks in wings pressure feed with their own pumps into sump under seat, or gravity feed. If by gravity, then be very careful about fuel starvation in rapid climbs. The vent lines will get strong vacuum during steep climb out due to fast pressure drops in main tanks pulling fuel very quickly from the sump.
@8:55 “changing the pitch of the blade”
You could also say “Feathering the props.”
This aircraft is a work of art.
Great method, you guys.
My dream aircraft! Thank you for sharing the build & design. Quick question regarding wing caps/end; would winglets not improve performance by reducing vortex drag etc?
Keep it up. I would enjoy a flight! When will the first kit be ready ?
Be careful with the fuel shutoff valve. Those Pierburg pumps require fuel for cooling. If you run them without fuel for a very short time, they may fail. They are quite pricy. What mechanism do you have to confirm each pump is functioning before flight?
Will you ever use some syntactic paste or an other isolation method to protect the honeycomb panels or did you find out that it would be useless ? Also I love the main gear design it's racy
Can you please upload the FEA analysis on the main landing gears system for maximum possible load.
Awesome work, 90% done with 90% to go at this point !? Keep after it. I wish I hadn’t let obstacles stop me when I was your age.
Tip: on my two fuel weight sensor gauges, i hacked on a static port onto the sensors which plumb into a dedicated but equivalent to the tank forward facing vent “pitot port” to cancel out the tank pressurization without exposing the probes static to fuel vapor. Works a treat. Prior, the tank would read high at speed.
Super cool !
The location of the fuel level sensor can potentially be an issue with corrosion. The sump drain is the lowest point in order to collect water, and locating the sensor there would likely cause the sensor to corrode over time. This would lead to unnecessary failures of the sensor and frequent replacements. I would highly suggest changing the location as accurate fuel indications can be critical. Also, I would consider adding a fuel totalizer to track fuel burn and time remaining of fuel.
One of your best videos yet. Can I ask the rationale for using the VP-X Pro instead of the Sport? Seems like the sport would do the job for a lot less money, but I freely acknowledge there are probably some factors I'm not considering
Impressive, can I suggest you put some sticker on the plumbing for futur repair/debug ? When making something we know perfectly all but memory forgot very fast so minimal labelling is a good add-on
Thanks for sharing the development process.
12:30 I would actually be quite interested to see your process of load calculation/analysis, whether you do manual calculation or FEA, or both, and in what order...stuff like that.
We had actually recorded a brief discussion on this topic, but ended up editing it out of the video. Sounds like we should have left it in! Basically, we start out with a rough design and then run a lot of manual calculations. Depending on what the manual calcs tell us, we might need to iterate on the design several times to refine it. When things start to look reasonable, we refine the analysis further and use FEA to study components that are difficult to analyze with hand calcs. It’s important to first perform a pretty thorough analysis manually before jumping into FEA because it gives you a good understanding of the loads and stresses and also allows you to cross check that your FEA results are reasonable. With the accessibility of FEA tools becoming better and better, it gets tempting to just jump straight into FEA, but that could produce “garbage in, garbage out” results. So the analysis workflow is: rough design, manual calcs, refine/iterate, FEA. Thank you for watching and for your interest in the process!
@@DarkAeroInc thank makes sense! Thank you for the explanation.
Such a beautiful piece of work guys. The electrical system is obsolete. Initially I thought u guys are using engine power as alternator to power the instrument panel and other avionics. But you guys are using a battery,which is cool. Is it LiPo or some other chemistry?
Mounting the fuse block to the plenum? Are you sure that’s a good idea? I would like to hear your rationale. Great job guys!
Don’t they need to have it accessible while in the cockpit?
@@abdussamiurooj3936 Yes. That’s what I’ve seen in airplanes although I’m not a pilot. And also they are resettable circuit breakers. I think. That’s why I was hoping the guys would respond.
I had the same thought. They should really find a way to mount it in the cockpit so they can access it while in flight.
Great video!
Plenums are a problem. They are subject to a lot of vibration from the prop blades sending pulses of air into them. That vibration will be hard on fuse elements. And how hot will it be in that location in a worst case scenario, ambient temperature wise? Resettable circuit breakers are the norm and they are cockpit mounted for a reason.
Hey Will-Co, thanks for the question. A lot of people were wondering about this. See the pinned response we left at the top of the comments.
I think you will find trying to use fuel pressure to give fuel quantity will be unusable in any condition other than sitting still on the ramp. Any g loading positive or negative in flight will render it unusable. You need capacitive sensors. As for your fuel pumps why did you not put them in your fuel sump plenum automotive style. They run a hundred thousand miles and commonly much more reliably there. Plus the fuel cools them that way. As you have the access panel under the seat they would be easy to reach should they require service and you wouldn't need to find another place to put them that requires access. The only down side would be the need to drain the plenum to service them
Hats off to you work quality. Curious as to why the sump is not bonded, is there something serviceable inside?
There is a filter/screen on the pickup tube for the pump inlet inside the sump which is serviceable.
@@DarkAeroInc Would an external, inline filter be more convenient and lighter than all those bolts?
Love the videos, and great lookin' plane!
There is an inline filter downstream of the pumps. The large area screen in the sump is to preserve a clean source of flow to the pump. It essentially increases the inlet area of the pickup without allowing debris through to the pump. Without this arrangement you would be relying on the 3/8” diameter fuel line as the pickup which could become blocked by debris in the system.
Nice work. Please ensure that the critical safety item switches are "lever locked" so that they locked in the ON position and that they cannot be inadvertently switched off.
Fantastic engineering, Just one idea... Should you not have a hard wired "Fuel Off Status" to alloq for use id the ubstrumentation without pumping/priming?
My thought too. But probably they have.
Love the project and your videos. A couple things of concern: The fuse block firewall forward is not fireproof nor is the plate that holds the Cannon plugs. Even on the prototype, you'd be safer to follow best practice and mount the fuses firewall aft, and keep the firewall fire proof after all the trouble you went to with the flame testing. Make sure the Cannon plugs are fire rated too or they present a large pathway to fire ingress. This is an electrically dependent engine so careful consideration is warranted here.
I'd also be concerned with the aluminum engine mount. Not going to stand much time in a fire before failure which is one reason they aren't used in aircraft much any more.
The design of the landing gear is pure art but the complexity may come back to bite you for manufacturing and maintenance. A lot of parts there. RVs, Rockets and Lancairs use spring steel or Ti legs for good reason. Pretty maintenance free.
I'm sure you'll learn a lot on the prototype and apply those lessons to production kits.
Keep up the good work and great vids!
Impressive build 💯
Make sure the redundant fuel pump doesent reverse flow. You might need a checkvalve on outlet of pump #2
I built a similar configuration with 3 pumps for a car and spent a good amount of time finding that problem..
I ended up pulse modulating all three pumps but you dont have that luxury as its for redundancy and not higher flow.
All the best
/Karl
Hope about metal ducting to your battery and forget the hose. It would look much nicer guys.
Have you thought about using dash cam software on the iPad to use the built in camera to record parts of the flight you want?
Hi. The Lancair 320 series has a similar gas strut setup on the nose gear for emergency extension. Over time, these struts lose their pressure, to the point where not enough force is left to push the gear against the wind to lock the over-center links. This results in a gear failure on landing and most likely a prop strike. Pilots are warned about it, and the solution is to check the emergency deployment on a regular basis, and to replace the strut when it can't force a lock at near deployment speeds. If monitored diligently, the problem can be averted, however, this is still a very common cause for accidents in the type. Many people don't realize the strut is not capable of locking until they have to perform an emergency gear drop. Would love to see you come up with a better solution.
Bungie cords for emergency gear extension.
I've been watching your videos with great pleasure in years but I only checked your website fairly recently. Being able to cruise at over 440 kph is absolutely remarkable!
Would you be able to estimate takeoff distance, stall speed and cruise speed (my guess: 311 kph) with around 100hp (like a Rotax 912 IS)?
I see you expect the weight to be around 340kg with the UL Power UL520iS, would 300kg be a fair estimate with the 912IS?
Notice how nice the size of the ipad is. And that displays in planes should be much bigger.
By all means complete the build as fast as possible without second guessing too much, I'm quite interested to see how it flies. But given the complexity of the 3 tank fuel system, would a single central fuel tank be possible to avoid complexity? I know you plan on a large tank but maybe a compromise for the advantage of the simplicity and reliability of a single. Maybe a central wing tank could bulge up a bit and still have large capacity if that is a must. Simplicity should presumably also help certification. Much to be said for KISS.
Love 99.9% of what you do, but this latest video has me question a few things. Mounting the fuse box in the engine compartment, especially your chosen location, doesn't seem like the best of ideas, between heat, vibrations, fluids, and the difficulty in reaching it if needed. One other thing I don't understand is the instrument panel. Does it swing independently of the canopy, or is it tied together with it? I like the concept, but only if I don't have to sit in a closed cockpit in order to run the G3 on the ground, not something to look forward in the summer months. Airplane's looking great, can't wait to see it moving under its own power. Ciao, Marco.
Please rethink the fuse box guys. Or give us an update on your reasoning for mounting it in the engine compartment.
Love your work and thorough explaining, i thou have one issue with your work: all your cables runs thru holes and over edges without any rubber or grommets protecting the from damage due to vibrations and wires accidentaly touching the carbon fibre parts, this is well know in automotive business and also in the RC flying world, Carbon fibre parts is conductive and will make a shortcut if cables grind against them, what is Darkaeros take on this.??
What are your plans for electrical bonding and static wicks?
Is your current firewall layout before the Titanium and insulating heat shield has been applied?
Any plans for winglets?
Also, wouldn't it be beneficial to have access to fuse information/change of fuse from within cockpit. I'm picturing the scenario for when you are coming in to land, and a spike in current triggers landing gear fuse, which makes your gear stuck, if nothing is actually wrong, a resettable fuse could solve that issue, reset fuse and go on with your day.
Of course, you have probably looked into all sorts of situations, but that's just an idea.
Will it include current measurement of most systems? So you could spot an issue before the fuse is triggered?
This comment is getting out of hand, but will you also have a linear potentiometer for the landing gears? Could be useful to detect actuating errors, they could be placed parallel to the actuator... When building a Formula style race car earlier, we used a lot of these to accurately detect and log how the suspension worked. It could also be used to tune the shock stiffness by logging the transverse travel of the wheel assembly. Extremely important in vehicle dynamics, I bet it would be important here too, to reduce bounce on landing (or to detect hard landings where the gear should be inspected)
Sorry for being such an armchair engineer, but would love it if you talked through your thought process on this ;)
Everyone in the YT comment section is an armchair engineer (even actual engineers), so you don't need to apologize for that, LOL!
I agree with you that the fuse box in the engine compartment seems weird...
I do work on electrical designs for yachts and by the time you have individual circuit monitoring, the system is usually also capable of solid-state control as well. Once the control and monitoring are integrated, it effectively becomes a 'digital' fuse; if an over-current situation develops, the circuit is automatically turned off before any fuse blows and a notification is sent to the display.
CZone is a very mature system that does this and integrates well with nav equipment.
Hehe thanks.
Right, there are lots of systems that could be used for a "soft" fuse, and it would typically allow for the actual fuse to be placed on the other side of the firewall, which I suspect is the intent since it would be isolated together with the battery.
In my opinion, there's a lot of nice-to-have's that could be implemented on the electrical side of the DA1, but I guess I would have to make one myself to implement them ;)
Also James, I appreciate your polite comment, that's not a given on YT
Please tell me the wire bundles will come pre made in the kit.
How do you test your coupons for your composite layups? I found the fixtures but was curious what you use for a load cell.
Unlike rigid metal lines, flex lines do not suffer from metal fatigue due to vibration and bending stress.
Did u guys make a scaled model , and fly it ?
Do you have any concerns about the fuel gradually attacking the resin in the sump or tanks?
The epoxy we use is fuel compatible and we have performed long term fuel soak tests to verify this. We have not approved use of fuels containing ethanol because need to perform more testing to gain confidence in the compatibility.
Why a Ti bracket for the magnetometer and not an Al bracket ?
Have you gotten readings from the magnetometer housed within the composite skin? It might act as a faraday cage.
... also, it needs to be far away from steel plates or steel bolts! A carbon skin is not the best.
Thanks for the question! A faraday cage doesn't work to block static or slowly changing magnetic fields like the Earth's, which is what the magnetometer is sensing. Since it is a sensitive magnetic sensing device, a bigger concern is stray magnetic fields like those caused by the current flowing through wires or from ferromagnetic materials like steel. Mounting it at the wingtip reduces its proximity to these sources.
@@DarkAeroInc Appreciate you taking the time to respond. Absolutely love what you guys are doing! Will ya'll be hiring or looking to expand your team?
Would you approve if eclipson or some other 3d print rc model service featured your plane?
Lemme toss out a crazy idea here: how much of a redesign would it be to make the nose and R/L main gear all identical? The fewer unique parts, the lower your costs.
What happened to the titanium firewall? I don't think it's being shown there in this video?
Hi Blake! The titanium heat shield isn’t installed in this configuration. We have to install a couple more fasteners on the firewall so we need access to the carbon under the titanium.
I have a question about the magnetometer and the pitot tube: would it be possible to install two of each for redundancy?
I am guessing that it would be easy to find a location for a second magnetometer, but the pitot tube seems more difficult.
Don't mean to criticize too much, but I hate the 1940's switches... Seems like you could've put some nice updated fancy toggles in there to make it more up to date. I know it's cosmetic only, put the cockpit is what everyone will be looking at all the time. Also, seems like one would like to have the fuses accessible from the cockpit in case of in flight emergency. Great progress guys!
That fuse box must be on the firewall. NOT on the engine baffling. Thats a NOGO item.
Cockpit would make more sense.
Whats the replacement cost of your sump compared to anything in the same market?
Can that Garmin thing receive a signal inside a carbon fiber wing? Carbon fiber blocks RF signals last I checked.
It is a magnetic sensor. Senses the magnetic field of the planet.
…Magnetic Field not RF. The have built the area behind canopy and behind the crews heads out of, RF transparent, fiber-glass since this is where the receiver and transceiver antennas will be located. Placing the electronic compasses magnetic sensor pickup at a wingtip seems to be the best method to get the this device as far away as possible from any magnetic parts of the aircraft. They could always mount it on an long retractable pole at the tail, like the P3 Orion did, but that seems a little complicated, since the just want to get ongoing magnet compass headings and are not trying to locate submerged enemy submarines.
WHEN WILL IT BE READY TO FLIGHT?
Is the dash going to be latched in any way? Seems odd to have it bouncing around in flight (turbulence, acro).
Yes. The instrument panel is attached to the canopy which is latched and constrained in flight.
A "finicky" heading roll yaw gmu... Certainly not dummy proof then... Wing tip access panel... Water proof?
Lovely. Will this be a single-place airplane or a 2-place airplane?
Where is this work taking place? =PC=
So does the 'sump' we're talking about here act as a collector between the two tanks? Is it a dual purpose pressure regulator/filter? Or is that what the two manifolds are. It looks nice. Im just a little confused with the terminology being used. When I hear sump I think oil. When I hear manifold I think exhaust or inducer. Thanks.
I was wondering about the sump term myself. If it was a boat their 'sump' would be called a fuel header tank.
I wonder if they are using the term sump because it is gravity fed from the tanks...
The guys explained the 2 wet wing tanks, central fuel sump, manifolds, redundant primary fuel pumps, filters, etc. in previous videos. This latest video goes a long way to show the systems placement within the wing assembly and the new custom designed & built compact twin manifold/pumps assembly. “Fuel sump” is the appropriate term. In aircraft designs as well as many other mobile or fixed liquid fuelled engines. Although some early Internal Combustion Engine (ICE) powered automobiles (think “horseless carriage”) used separate fuel sump tanks, most gasoline fuelled automobiles today use an in fuel tank primary electric fuel pump with its intake located in a special low area of the tank where fuel can collect through gravity. This area is referred to as the sump. In a very low fuel situation, depending on the sump position in your car, you can experience sputtering and stall when going up or down a steep hill. Modern fuel tanks are not designed to be user serviceable, and don’t have a drain procedure due to inherent reliability of the design and low risk in a failure mode as compared to an aircraft. Any 4-stroke (Atkinson or Diesel cycle) ICE based engines, including those in aircraft will also have an oil sump to collect lubricant before filtering and pumping it back into the engines lubrication channels. Like race car engines, any aircraft use a dry-sump oil return design as it is more compact shallow pan lowering engine height which allows for a more streamlined aerodynamic shape of the engine cowling and allows for more flexibility in the vagaries of flight than a purely gravity fed oil sump. To avoid basement flooding, many buildings located with a shallow “ground” water table, will have a “water sump” in their basements with a sump pump that turns on whenever the float reaches a preset level to pump the water into the storm sewer. So, “when [you] hear sump [you] think oil”, but you should also think fuel and water.
Thanks, now what about the manifolds?
No winglets? 😎
Will the instrument panel articulate with the canopy closed, or must it be open?
The instrument panel opens up with the canopy.
@@DarkAeroInc Thanks! Nice design.
Nice progress! Just get rid of the Garmin and chose a Dynon instead. The cost of the Garmin allows you to fully equip the AC including a passender screen, autopilot and everything else you would wish for...
Especially while Garmin's price policy is trying to get rid of the average builder while Dynon has and still is focussing especially on Experimentals.
Unless Dynon has a TSO'd version for "any" piston single, I think they would have an STC issue.
@@linuxranch only if this was a certified aircraft. As an experimental, the TSO shouldn't be relevant
Just goes to show you that nothing can make up for experience. You may be engineers and good at CAD, but how long have you been flying and what emergencies have you dealt with in the air to have a thought process where you think the fuze box is better in the engine compartment? The biggest part of aircraft design is and always will be redundancy.
Seems like a wrong choice to me as well.
@@rustusandroid because it is my friend, and any professional airframe engineer or long term pilot will also tell them that.
@@truthseeking3818 Yes I agree. My question was meant for the Dark Aero guys :)
What about brackup instruments? with the actual setup in case of an electric failure you'll be completely blind.
Homebuilt is impossible, because I can't spend 10 years. It can be a 50% kit.
Please do not Bond your panels Put In screw inserts This will you have access until your panel in case anything fails you can repair it if you bind it you have to cut all out prepare if Fills
Why are y'all still using Windows 8?
Fuse box?
That is old technology !
!
This plane should just be clear coated..
I love your real life attitude and on screen (real and relaxed and fun) personas! Hang in there guys and don’t let all this get in the way of keeping a healthy family.
It would be great if you allowed your wives or family to make a video on how you are and or are not balancing work and family to keep a successful family environment during such an ominous career project. You guys are great hang in there!
Do u hire mechanical engineers ? I love to work with you .. I am from India ...if my country is not a problem to hire !