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The Staff of SOH
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Please see the most recent updates in the "Where did the .com name go?" thread. Posts number 16 and 17.
It's a Victory...and it's Epic!
- Thread starter Roger
- Start date
+ was fortunate to get a chance to test this beauty myself, and it is AMAZING, I normally don't care for jets especially smaller one, but this thing ROCKS! I am blown away by the Glass Panel and the MFD's features are awsome. The other amazing thing for me is I got better Fream rates with the Epic than I get with the stock MS Mooney, my system is showing it's age and I am luck to get 20 FPS around Edwards with high detail settings, check the two screen shots, mid 30's and 49+ FPS, this is a MUST have for GIG.
Exceptional Job Bill, I wish I had even a little time and talent to do something like this!
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Exceptional Job Bill, I wish I had even a little time and talent to do something like this!
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View attachment 2639
Impatient sod.
Just in case anybody is wondering, she can get in and out of Starks Twin Oaks with little effort.
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Sundog
SOH-CM-2025
Yeah, I'll see if he'll answer some questions here. I first met him online when he was developing the jets for Safire and offered the excellent 1/48 scale drawing of the MiG-31 he got from the MiG designers at Paris. Talk about an accurate drawing! I meant to model it for FS, but I have other planes I'm trying to get through right now. I wish I wasn't so damn slow at it, though.
K
Ken Stallings
Guest
It really is an exceptionally clean design which Bill did an exceptional job virtually recreating.
Sometimes you can just look at an aircraft and tell it has good flying characteristics. This Epic appears that way to me. If the nacelle doesn't promote flameouts, then I believe if this design can reach the marketplace it will do very well, indeed.
Ken
Sometimes you can just look at an aircraft and tell it has good flying characteristics. This Epic appears that way to me. If the nacelle doesn't promote flameouts, then I believe if this design can reach the marketplace it will do very well, indeed.
Ken
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LucVB
Guest
Hi Guys 
Sundog invited me to chime in, so here I am.
Bill did an amazing job on this model, I know as I have flown it a bit in FSX for him.
Regarding the questions on inlet airflow distortion at high AoA, and potential deep stall at high AoA these are excellent questions and the simple answer is, don't do it.
This is an experimental aircraft so if it wants to behave badly in stall, it can. And I think it will.
If the Victory goes through the FAR23 certification process, and I hope that will happen one day, then ventral fins are guaranteed to appear, and most likely a stick pusher too.
For the inlet airflow distortion at very high AoA, the engine can handle a fair amount and at worst the stick pusher can be involved in the risk mitigation considerations. There is no simple solution for a single jet. The ideal would be a nose inlet like some fighter aircraft, but that is not an option in an aircraft like this. So you are left with side inlets or a single dorsal inlet, both solutions have their own merits and issues. The dorsal inlet is easier to deal with for anti-icing and is lighter and quieter, and there is more engineering/certification experience gained from three engine layouts like the Falcons. The side inlets are known to work better at high AoA based on experience with military trainer aircraft.
Luc
Sundog invited me to chime in, so here I am.
Bill did an amazing job on this model, I know as I have flown it a bit in FSX for him.
Regarding the questions on inlet airflow distortion at high AoA, and potential deep stall at high AoA these are excellent questions and the simple answer is, don't do it.
This is an experimental aircraft so if it wants to behave badly in stall, it can. And I think it will.
If the Victory goes through the FAR23 certification process, and I hope that will happen one day, then ventral fins are guaranteed to appear, and most likely a stick pusher too.
For the inlet airflow distortion at very high AoA, the engine can handle a fair amount and at worst the stick pusher can be involved in the risk mitigation considerations. There is no simple solution for a single jet. The ideal would be a nose inlet like some fighter aircraft, but that is not an option in an aircraft like this. So you are left with side inlets or a single dorsal inlet, both solutions have their own merits and issues. The dorsal inlet is easier to deal with for anti-icing and is lighter and quieter, and there is more engineering/certification experience gained from three engine layouts like the Falcons. The side inlets are known to work better at high AoA based on experience with military trainer aircraft.
Luc
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Ken Stallings
Guest
Luc,
Very much appreciate you taking the time to join here and provide what is a very honest and logical answer. Using an Air Data Computer with integrated AoA vane is a common practice now to prevent an aircraft exceeding a critical AoA. I am sure you folks have studied the merits of that option. I know the B-2 used the painful lessons learned from the original Flying Wing and the aircraft simply will not allow the pilot to stall it! Perhaps as the costs of these advanced avionics have come down, this is an option that allows previously risky design options such as this one which allows for undeniable benefits.
Of course, FAA certification is always a bit of a guessing game. I know you cannot comment but the FAA's decision to add skin thickness to the Burt Rutan Starship really harmed that aircraft's performance and for reasons not borne out in reality. Point is when working the certification of this design to a normal category of aircraft, the FAA is a wildcard, unpredictable. Best of luck! I'd truly love to see this aircraft enter the certificated VLJ market.
Cheers,
Ken
Very much appreciate you taking the time to join here and provide what is a very honest and logical answer. Using an Air Data Computer with integrated AoA vane is a common practice now to prevent an aircraft exceeding a critical AoA. I am sure you folks have studied the merits of that option. I know the B-2 used the painful lessons learned from the original Flying Wing and the aircraft simply will not allow the pilot to stall it! Perhaps as the costs of these advanced avionics have come down, this is an option that allows previously risky design options such as this one which allows for undeniable benefits.
Of course, FAA certification is always a bit of a guessing game. I know you cannot comment but the FAA's decision to add skin thickness to the Burt Rutan Starship really harmed that aircraft's performance and for reasons not borne out in reality. Point is when working the certification of this design to a normal category of aircraft, the FAA is a wildcard, unpredictable. Best of luck! I'd truly love to see this aircraft enter the certificated VLJ market.
Cheers,
Ken
Henry
Retired SOH Administrator
cheezyflier
Charter Member
just did a shorty loop in southern florida. man1 i can hardly believe how slow this bird can do an approach! i never woulda thunk a jet could behave that way. a beautiful model, inside and out. thanks for another great value! i will be using this jet alot as i tour japan for my visit/reward quest 