This Genius Airplane consumes Less Fuel than SUV
2023 ж. 21 Сәу.
1 896 378 Рет қаралды
Meet the Celera 500L, a bullet-shaped airplane from Otto Aviation aiming to revolutionize traveling forever by cutting fuel consumption 8 times and bringing emission-free electric aviation incredibly closer.
The egg-shaped design of the aircraft helps achieve laminar flow on the plane's surface, reducing drag by 59% compared to similarly sized aircraft.
As a result, the plane gets fuel economy figures between incredible 18-25 miles per gallon, which is better than a large SUV and an average pickup truck. The efficiency will be further improved once Celera is equipped with Hydrogen-electric powertrain in cooperation with Zero Avia later on.
SUBSCRIBE!!
"Calculated" performance figures, but no actual test data. It's all vaporware, but the vaguely British accent of the narrator is convincing.
The company I worked for had a Beech Starship. We flew it around as a commercial commuter aircraft with commercial pilots. It look good, sounded great and had lots of space inside compared to others. But we seemed to need new props about every sixth landing. We learned why almost all aircraft have the prop in the front. Upon landing, and rocks, or dirt would damage the props. New we would be far from home and ordering one or two props. They would have to fly them out with a team from the factory to replace them. It was on us to pay for it and it was $$. After the third prop replacement, we returned it to Beech. Special pilots, not as fast as a commuter jet, always waiting on parts, etc. It looked killer in the giant hangar, but it was a bad design. Never again design a prop plane with the prop in the back. They get destroyed on landing.
Would housing the prop in a protected enclosure stop that type of issue? Also, would the new toroidal prop design provide even more efficiency?
They also were "Low" as in "Low Prop Clearance" from the Ground!
P
Engineer a solution to it and move on
Rear props also don’t get full prop bit into the clear air… reducing efficiency
It’s great to see so much effort put into this endeavor. The shorter runway take off is ideal for avoiding the big hubs, big traffic issues out of and into conventional International airports. That practical level of service coupled with the reduction in emissions makes this venture so worth while.
pffffffffff … ist greater to see it not 'too later', aligator.
No one has released any runway length figures. It still is a very slippery aircraft with very little in the way of high lift or drag devices. A sailplane with a wing planform like this would use spoilers and quite possibly full span flaperons to keep from gliding over the first mile of runway without slowing down. This looks like it will be a very by-the-numbers aircraft that will require a quarter of every flight be devoted to very careful speed and altitude management to get to the runway threshold ready to land.
This airplane definitely appears to have a lot of potential, very cool engineering !
So many videos like this. Still waiting for the travel revolution.
Yes. Like promo films for domestic, private flying cars. Each looks so promising... but we've been seeing such things, since the 1930's and still no revolution. Oh, well! 😏
I have been following this design for several years now and it continues to make it milestones. Small aviation is a very important sector. Many of us would use aviation from smaller cities in an inexpensive, comfortable and quick airplane. This taps into a largely unseen market. Handling and durability will likely be the final arbiters of commercial success. Thank you
You can do it now if you like, if you live in north America or Europe... it's called air taxi... and it is very expensive... just like this fantasy airplane would be....
it seem like we live on two very different planets than.
@@PRH123 Agreed. Usually these promos for new 'revolutionary' and 'affordable' products are all bunk. The cost of the special manufacturing & certification processes will more than outweigh the fuel savings. Probably by a lot. Aviation is expensive, and it always will be, because these machines require special engineering & infrastructure. It's that simple.
@@3rett115 What are you talking about? This plane will receive FAA certification in months. Done deal. It does not require and special infrastructure at all because it was designed to use existing airports. The hydrogen engine version will not be ready for a few years but Toyota and Mercedes have already mastered Hydrogen combustion engines so a Hydrogen based prop is only a few years away.
@@c.san.8751 Welcome to the wonderfully expensive world of broken promises that is aviation. Assuming you're new by your comment. This plane has been in development for nearly 20 years. The target date for final certs could be as late as 2025, which means it'll most likely be beyond that. Certification was supposed to cost 200M and take 3 years. Now almost 10 years later and who knows how much beyond 200M they spent. So how do you think they'll make that equity back? By tagging it to the price of the plane. Which by the way, a composite, smooth/rivet-less airframe is very complicated to manufacture and will push the cost much further north. Add to this, it's hard to find a decent A&P for more traditional planes, let alone something like this with a specialized airframe and drivetrain they'll most likely need to get special training for. Next up, these things do not scale. And for as much as they'll cost, business folks would much rather fly in a faster and much nicer Citation or Fokker that's roomier etc., for the same price or maybe even less. Look, I like innovation, but the most practical design like this exists today as a Piaggio 180. Work on converting these to hydrogen, don't reinvent the wheel in an unpractical & complicated manner like Otto is doing. This plane will fail harder than the Beech Starship.
Very impressive performance numbers. Here's hoping that this one sees full production and finds acceptance in the market if it's as good as advertised.
Those "performance numbers" are all PREDICTIONS. None of the impressive claims are actual results from actual test flights.🤣
Providing a means for more elites to fly cheaply does NOT help "decarbonise" commercial passenger or freight air travel. This kind "save the planet" BS always means the same thing. Elites get to carry on flying while you are grounded. WAKE UP, it's a scam to return us to serfdom !
Have you seen these numbers somewhere other than videos on KZhead?
probrably not... they arent mentioning with or without weight loaded... with ppl or no ppl. so I have the feelings it just a what if prototype :-(
also smooth surfaces does not equal low drag as claimed here. funny enough you want minimal texture - but that is hard to maintain.
This feels so much like the hype for the Beech Starship, which was supposed to be super-light, clean and efficient, carbon fibre, laminar flow. Wound up grossly overweight and too expensive. They took two seats out before it was even certified just to try to make it work.
I hope all goes well for this company. It appears to be a wonderful addition to business travel.
400m jet that's flipping ceap i want one at least it's not 500 million
business travel has to die
@@brulsmurf why is that`?
@@TheBurnknight Because all these unnecessary, selfish flights are polluting the heck out of our atmosphere. How's that for a reason?
The wing area and the airplane fuselage area are unequal. can't fly far Are you familiar with airplane design technology?
This is actually worth more to the industry. I can see many companies that have private airlines picking this up also many islands for short and long distance runs Definitely a golden award . Fantastic aircraft ❤
I already heard about this Celera about 2 years ago, but things are still there
i dont see it happening. if target is milionaires they will not use more money to go slower just cause it is carbon free
The "up to 19 passengers" was referring to this. More than 19 passengers, you need a flight-attendant in commercial service.
That's all great, but the amount of experts that still don't know there's no climate change besides weather manipulation technology that's got weird weather here and there occasionally as a side effect is MIND fkn BLOWING. Germany admitted 14 years ago of aiding the US with chem trailing officially. The barrier reef is growing, the ice on the arctic ain't going nowhere, the lying cu*s, the "experts" and Obama type of sneaky MF's buying property at sea level is increasing every year. The WEF flying to their own circle jerk with 1200 private jets to tell US to shower less, not use gas stoves etc. in a time of video call and so called fighting climate change is not only laughing in our face they're literally taking a No.2 on all of our chests and we're paying for it.
The wing area and the airplane fuselage area are unequal. can't fly far Are you familiar with airplane design technology?
Interesting analysis of the claims, from the Wikipedia article: With a 35 ft (11 m) long fuselage and a 55 ft (17 m) wingspan, the claimed 22-to-1 glide ratio should yield a 3.5 sq ft (0.33 m2) equivalent flat-plate area drag.[9] With 500 hp (370 kW), this would allow a top speed of 300 kn (560 km/h) at 30,000 ft (9,100 m), and 430 kn (800 km/h) true airspeed at 65,000 ft (20,000 m), but the RED A03 critical altitude is 25,000 ft (7,600 m).[9] The propeller tips would have transonic wave drag and would operate in a disturbed wake, limiting propeller efficiency, and laminar flow would be difficult to maintain for a large part of the fuselage with windows and panel seams.[9] The configuration is similar to the 1948 Planet Satellite, or the 2011 EADS Voltaire electric aircraft concept.[7] The claimed 59% drag reduction "would be quite a hard task to achieve", according to the Royal Aeronautical Society, while lift-induced drag would not be reduced by laminar flow.[7] A 1:22 glide ratio like current airliners can be reached with its high wing aspect ratio, without a sensational drag reduction: better than other general aviation designs, but lower than most gliders.[7] The 460 mph (400 kn; 740 km/h) max speed is achievable, but the cruise speed has to be lower to reach the 4,500 nmi (8,300 km) range.[7] The fuel efficiency is difficult to compare with no specified payload, cruise speed and altitude.[7] Pushing the laminar flow to the limit could hinder handling qualities or structural efficiency, and laminar flow tends to be unreliable in service, as it is highly susceptible to degradation from surface irregularities.[7]
This aircraft will never happen, very good analysis. Only a few aircraft are certified for commercial use SE IFR and only because they use a PT6 which has great reliability.
Thanks for the information. Most claims where blatantly overestimated and you can tell just by the way the information is presented. Thanks again mate!
@@MrTuhascvbouwq I look at things from the pilot perspective but this is not much different than electric aircraft. Hydrogen aircraft are never going to happen, just like electric commercial aircraft will never happen. They both fail on energy density and and safety.
Fascinating answer, but area you sure?
Opinion on Lilium aircraft?
They deserve every success!
I think the key to success of this project is the high quality of the 3D video...particularly, the hangar shots.
I see this as an interesting experiment. I don’t, but if I were willing to accept the pretty numbers they quote then I have follow up questions. 1.) How do they maintain the laminar flow with an airplane in service. It seems to me that dirt, bugs, rain and de-icing systems and actual ice will make maintaining laminar flow problematic. 2.) How do they handle emergency descent from FL500 due to pressurization loss? That’s a lot of altitude to get rid of. 3.) When they just “switch off the engine” as they put it for an efficient glide how are they maintaining pressurization? Something has to be running to keep it pressurized. Additionally as an instructor I have shut down a number of engines in multi-engine training and it’s not uncommon for an engine to be reluctant to start back after it has cooled down. I would be unhappy to shut down an engine at the temperatures you find at FL500. 4.) If they somehow do make it run on hydrogen how are they going to handle its availability? I am thinking this will sharply decrease the amount of usable airports. Extraordinary claims require extraordinary evidence. I look forward to their progress.
it cannot do FL500.. props don't work that high.. Ceiling is 30000 feet. hell it can't do any of its claims..t cant fly high enough to get to thin air, and that is where planes are at the most efficient , over weather, thin air... where jet engines work and propellors don't.
Yes, I think at this point this can private and point-2-point aviation. I am excited and looking forward to more updates!
Following this aircraft through its development has sparked enthusiasm for the future of transportation by air and, due to the parallel efforts in the enhancement all azimuts of hydrogen fuel cells, of sustainable mass transit in general. But, the Celera has tickled the fancy of aircraft enthusiasts for years now, anticipating every step forward toward making this dream project an accessible reality. Hopefully, no insurmontable hurdles shall impede its accreditation/realization!
Okay, it gets better fuel mileage than that SUV and pickup but how does it compare in trailer towing capacity?
🤣🤣And what size trailer(s)? I've towed single axle 1/4, 5/4 ton along with 45, 48, 53 and 57 feet long trailers.
@@donotneed2250 who cares
🤣
Stupid question
That was funny. I lol’ed.
easily the coolest thing I've seen today....I hope they are successful & push thru all the way to the H2 fuel cells...very very COOL!
Will definitely look forward to the progress on this one!
This combination of design elements was first achieved and flown by Eau Gallie High School Aeronautics Department in the 1980's. It was called the EG-1 experimental aircraft.
This is an incredible piece of work, well done!
This thing is amazimg! I really do hope it goes into production and does well. There are a lot of unnecessary flights but used wisely and efficiently, this could really go along way to cutting emissions.
Family worker-bee ski trips enabled by UBI will become the 1950's "as dreamed of" air-cars.👍
That "Fuel" part, Thats what i've been waiting for in a plane for its market.
This plane is the one that really should be using the new CATL 500 Wh/kg Batteries.
I think it will be the next generation after that. There is some time before this hits the market
Fifty years from now this will be old school, but in the present, it's eye opening innovation. This aircraft is rather intriguing and my hat's off to its creators!
Well it’s got to start sometime, somehow.
Although the implementations are different and i hope they pan out this has already all been done and phased out. Having super light wings with all the weight in the fuselage is already an old school take. Having a giant egg like shape is already an old school take. Using a v12 diesel engine is an especially old school design. Fuel was moved to the wings to increase not only cargo area available but to increase maximum weight capacity by distributing weight better not to mention moving the fuel tanks with combustible fuels away from the fuselage has other added benefits. The egg shapes where either abandoned or usage reduced to only ultra light weight speed record designs because the egg shape massively increases the front cross section area. Egg shape is most aerodynamic when super long and thin or when flying super slow, afterwards other variables that also affect drag more at higher speed vastly outweighs an egg shape design. There is so much more but meh like I said i hope it pans out
@@Guardian_Arias indeed. people seem to be inventing the wheel and calling it a new thing everyday :D it so easy to get money from investors via the power of the internet thesedays
@@Guardian_Arias In addition, due to the thin wing shapes of this project, their strength will be sufficient only when relatively thicker and heavier spars and/or skins are used. A thicker wing would weigh less. Its greater drag would not use so much additional fuel that it would exceed the weight being saved in its wing structure. So, a thicker wing is more optimal and that is why it is used on long-range cruising aircraft of more conventional kinds. This thicker design is also more efficient in the way the lift is countered by the fuel weight, which does not need to be carried in the fuselage of this project.
In fifty years there will be no person who can support and develop such things. Every body will be making the content for tiktok and onlyfans
I’d get one if I was a multimillionaire. Price is $4.5M - $5M with a top speed of 460 mph. Also since planes can fly directly to your destination without the twists and bends of the road, it’s probably even more fuel efficient than a car if you wanted to get across the country.
That's gonna seriously increase the amount of UFO sightings.
I love the push for efficiency. I'm excited to see what CATL's newly-announced aviation-grade batteries can do with an efficient design like this.
Until they get battery energy density to about 15 x what it is now, it's not competitive.
@@csjrogerson2377 I politely disagree. And I'm not alone. The industry consensus is that 500wh/kg is the tipping point where batteries get light enough for short hop commercial flights. See recent videos from @fullychargedshow, @electricviking, @UndecidedMF . My understanding is that most recent electric cars use around 250wh/kg batteries. CATL gave a big surprise when they released that they have a 500wh/kg battery already in the works that is production imminent. They are already working with the FAA which indicates their seriousness. One big motivator is that it is significantly cheaper to operate an electric plane assuming the necessary weight of batteries is achieved. So your statement would be correct if it said 2x what it is now.
Batteries are dead. Hydrogen is the way of the future.
@@c.san.8751 Perhaps for aviation. H2 is typically stored at very high pressures up to 70 MPa and these tanks are heavy and require testing/recertification ($$$) every few years. I have worked with these pressures and its difficult. Battery/electric propulsion would force shorter flights but be much simpler for maintenance and lower cost.
@@ricinro I think at this stage the jury is out on that. The flights would be shorter but I can not see the math where they would be economically viable. Batteries far too heavy. Ticket prices will skyrocket.
I was flying with a friend one day and decided to calculate MPG based on fuel flow and ground speed. It was a twin engine Piper Aztec with 6 cylinder air cooled engines, and two bladed propellers. My calculated MPG was 20 and the plane was averaging about 200mph ground.
The ONLY was this happened was to have pulled back to the lowest manifold pressure and leaned to the lowest fuel flow possible to sustain level flight AND with a 75 knot tailwind. Light piston twins get around 5 Nautical Miles per Gallon average. Period. And Aztecs are actually NOT the most aerodynamic of light piston twins.
@@MrNtheyer I have a friend with one. I 'll have to ask him.
@@MrNtheyer not to mention max weight, atmospheric conditions, wind, altitude, or poor maintenance...
That's with 2 engines!
While this might be the case for your friend's Piper Aztec, it would place it among the most fuel efficient planes out there, something I can't see confirmed in any of the efficient airplanes lists out there. Looking at what is posted, a range of 1300 miles in long range configuration and a min/max fuel capacity of 133-177 gallons, it looks that that would translate to between 9.77 and 7.35 MPG. So less than half your calculated MPG. Now I don't know if your friend did any special fuel saving modifications to his Piper Aztec, but the 20 MPG that you calculated seem a bit out of spec for what a typical Piper Aztec could achieve. Maybe he had a heck of a tail wind that day?
As a Airline Transport Pilot, with close to 20,000 hours of flight time, I wonder how that thing will hold up flying the ILS into Denver during a severe icing storm and winds gusting to 55......visibility out those windows don't look that great for the pilots. Unless they're intending to get rid of us?
You know it’s coming
AI will do it don't worry.
AI is replacing lots of future jobs!
It wont
Exciting times! I just love the current wave of future aircraft concepts with better powertrains than just burning gas. Many/most will likely fail for one reason or another, but some will indeed make it to the market and hopefully be successful!
I would be more interested in MPG per pound of load beyond vehicle weight, or dollar per mile per pound load including capital and maintenance cost.
It would also be interesting to know if their MPG claim is based on the ludicrous idea of shutting off the engine and gliding 125 miles.
Exactly. It's one thing to push a small plane with only a few passengers and achieve good mileage, but what happens when you attempt to put this to scale normally set by commercial aircraft? Size and weight will directly affect the mileage. Tell me what the mileage will be if it was used to transport 250 people from London to Moscow, or New York to Los Angeles, etc.?
@@davefranklyn7730 I will tel you what happens: If you take a Boeing 787 and divide the max fuel capacity in gallons by the range you get 33,340 US Gallons per 8463 miles. That is roughly 4 Gallons per mile. It does not sound very economical, right? Here is the kicker tough: It achieves this while carrying around 242 passangers and roughly 15 tonnes of cargo. So the fuel economy per passanger is about 60 MPG. For this reason I think these sensational "news" articles are to be taken with a grain of salt. There is a thing called economics in scale. If the airlines could save fuel by flying planes like these, then if would have been designed and built years ago...
Looks sleek, well done! One thing I'd like to see is the Weight & Balance envellope. Just looking at the placement of the wing surfaces, having between zero and 19 people in the cabin, compounded with difference between full and near-empty fuel tanks would appear to be a major balancing challenge.
My guess is that rhe fuel is distributed all around the body so the CG issue won’t be so bad. The real question is how much do they cost, and how much is the annual maintenance? 2025 is a long way away.
Very narrow chord wings mean a very small CoG range. It would be interesting to see how much testing has been done at extreme aft cg near max allowable weight.
Has anyone thought about using the Omega 1 aviation engine in such a aircraft? The engine is extremely light for the power it creates and you can add each unit to another to increase the power. I would think it could be used with a hydrogen fuel. I'd be fascinated to see this engine, once the engine gets to the commercial stage, be used in such an advanced airplane.
This is Amazing! Gets better mileage than most cars! And,it's a plane!
We oughta tell them about the toroidal propellers too
It just doesn't look like it should fly with such little (and aft) wing area! The test results/specs though--very impressive. I wish them all the luck in the world. I've love to be able to commute from my local FBO on one of these.
This has the potential to make running a charter business considerably more profitable. I can believe these haven't already flooded the charter market.
I can. Getting anything certified by the FAA or comparable governing bodies is something akin to a Greek epic task.
This is so much more makes sense than any hyper car , this is should be given more attention to the public so the industry can grow, and common people can fly
Fascinating really. When will they be flying, and at what cost?
It is refreshing to hear about Laminar Flow again! (The more it is referred to in aviation research reports, I think, the better it is for the world.) When the aircraft body is made aerodynamically OK, it can be time to also take care of the propulsion system. By replacing traditional pitch control with BLADE TWIST CONTROL of the propellers, some amazing results can be achieved. E.g. the current top speed of Mach 0.6 can be increased to Mach 0.8 ! And still keep the regime of SILENT OPERATION in place.
Oh my goodness I would love to be able to ride on that. I hope the best for this country because this looks so promising
Great stuff. But, although I'm a glider pilot and love my planes, I have a feeling that the way forward to reduce CO2 emissions from aviation may ultimately be to do a lot less of it, especially in relation to 'non essential' travel. Also, we're fixed on the idea of being able to get from A to B fast. But is that really so important, in an age of ultra fast and powerful communications. I think the shape of the future has yet to truly emerge from the fog. But, this is a great little plane from what I can see and hopefully will do well in the niche executive transport sector.
The concept is quite beautiful and stunning. This might be the revolution we've been waiting for!
For efficiency yes private planes that were always stupid expensive this is probably cost at least 50,000,000 to $100,000,000
Wonder if they could also use a toroidal propeller to increase efficiency
Was also wondering about using LiquidPistons rotary engine too.
no. that is only good in water really.
Innovation is one of the most appealing characteristic of human nature! The future is looking great!
Yes! Seems like a giant leap forward for air travel!
Very efficient design, well done.
I am impressed by it as a technology demonstrator. Not so much as a viable commercial product. People with millions to spend want a proven safety track record, redundancy and turbine reliability.
Also capacity for scale.
With electric motor should be very reliable. Can always add a plane parachute.
@@shahbazfawbush Plane parachute is very good for small planes and helicopters.
This is a great design. I hope it inspires designers to scale it up to larger sizes. Efficiency is beautiful!
If you had listened to the video you would not that it WON'T scale up. That's why it does not exist already. Providing a means for more elites to fly cheaply does NOT help "decarbonise" commercial passenger or freight air travel.
It's actually ridiculous. One minute they're touting it's performance capabilities and will remain for corporate travel yet craps on about easing airport congestion. It's only going to support 6-10 people at most
@@Badmansband Did you listen to the video either? It said up to 19. Doesn't mean they're right, but at least that's the claim, not 6-10 people at most.
@@jarodmorris611 "scaled up" version. Show me how my comment doesn't hold? I'm talking about airport congestion.
@@Badmansband I was only referring to the 6-10 people part of your comment. As for the rest of it, you are right. if it holds 6-10 people, it would be a generic sized business net. The difference is that it said take off and landing did not require the same as a business jet which would, at least in theory, spread out the traffic to smaller airports closer to the end destination. Not sure it works out like that much, but the idea sounds good.
This company seems INSANE! Super excited.
✈🌍 Impressive! The advancements in small aviation are truly remarkable. It's fascinating to see how this design is catering to the needs of travelers in smaller cities, providing them with affordable, comfortable, and efficient air transportation. I wonder, what other innovations or features would you like to see in small aviation to further enhance its commercial success? Keep up the great work! 👍🚀
The wing area and the airplane fuselage area are unequal. can't fly far Are you familiar with airplane design technology?
Cmon bro, this is just a video on KZhead for views. This pipe dream will never come true.
Turbulent flow is required to reduce wing stall speeds particularly at high angles of attack, so there may be some safety issues.
С таким крылом у него и так маленькая скорость сваливания, а с таким корпусом большие углы атаки в принципе не достижимы на эксплуатационных скоростях. Это конечно теоретически, но думаю авторы самолёта бизнес класса о безопасности подумали
This must be a wake up call to the big aircraft manufacturers... everyone is worried about the future and this looks like it has some important answers.
Heard of this before. Amazing design. Amazing aircraft
I would like to see the prop noise data for this aircraft. As long-time RC pilot pusher prop systems such as these are notoriously loud, I noticed the video was very careful to avoid any mention of noise. It looks like a good concept, but I will look for videos of the plane's takeoff with sound.
I also have flown many wings and talon/mini talons and alot of the noise comes from the disrupted flow of air over the fuse to the prop. This design may not have the same problems because of this special airflow design. Also it probably has a variable pitch prop which could tune for noise and efficiency.
@@spyder000069 Excellent point, I was just wondering why in all the videos I saw there was no unedited sound of it flying or taking off, just soothing music.
@@Anoldphotographer Ha. I am not against the possibility that they are only showing what they want you to see. LoL.
Odds are the prop is only turning 17-1900 rpm, which alone will keep the noise down. Some tweaks to the tip design could also help. Once they reach the electric motor, they can refine the props even more (greater torque = wider blades) and have zero exhaust noise. I think it will be *amazingly* quiet.
@@Pix2GoStudiosAs I said, I flew Radio Control electric pusher planes and they were all loud, I just found it suspicious that they did not include the sound on their promo video.
Is it really more efficient than a traditional aircraft if it can carry less people? What would be the fuel consumption/payload weight metric for this aircraft and how does it compare to what we have now?
Well said. Always question. Look at all factors, pro AND con, especially in a puff piece like this.
To begin with, they should reconsider the concept of using this aircraft and remove the stupid flight range of 8,300 kilometers at a speed of 460 km/h. No one will agree to sit in chairs for eighteen hours.
This is gorgeous! I want to get type certified immediately!
You can fly from la to Seattle without making any emissions. I get the distinct feeling that was a direct translation, or so is my instinct.
Back in the early 80's, while I was in vo-tech school, we had a very small transparent internal combustion engine that ran on hydrogen, which we produced on sight using only water and electricity. The only by-product out the exhaust was water. The fuel started out as water and returned to its original state after combustion. That was over 40 years ago and technology has come a long way. But there's still homework to be done.
I'd love to see the numbers of this graceful bird if it was fitted with the new torodial propellers.
Also combined with the Delta Hawk engine ? ?
@@lwmaynard5180Any ounce of squeezable performance...
That's substantially better than most boats. Amazing
This looks amazing and very promising, good luck!
If it really does have totally laminar flow over the wings, wouldn't it have terribly sudden/scary stall characteristics?
things a death machine
Yep. This should be flown like a jet airliner. You fly the profile and reject anything that gets anywhere near the edge of the envelope.
That is exactly what it means, the performance figures for this thing sound impressive but it is unlikely to be successful because its flight characteristics will be inherently unsafe especially with only one engine.
What happens in the rain? Doesn't rain kill laminar airflow?
@@NeilGaede1yep, any bit of icing, hail dents, dirt/polution and wing turns to shit.
I’d love to see the this aircraft perform in icing conditions. It’s performance in crosswinds will be interesting as well. No, I don’t think this will be the biggest thing in aviation.
Both good points! And with lots of wing span, you can imagine the effect of turbulence on the ride!
@@LarryBloom High aspect ratio wings are often very flexible. Such wings give a good ride in turbulence.
@@LarryBloom the A380 handles turbulence very well and wing is huge
@@glennoc8585 its A380 is a big aircraft.
That is HOT - it hits the SPOT.
All the luck to them. More clean aircraft are better for all of us !
Wow. I bet it can also heal bad karma and it poops butterflies! I came here for an example of investor-fleecing lingo for my students and I was NOT disappointed 🤣
About 25 yrs ago there was another plane like this called the VK-30 which got side stepped by the Cirrus line.
Yes, it is possible to make efficient planes but they are not built as efficient as possible.
The brothers learned with the VK-30 that high performance takes a back seat to usability. The VK-30 was a kid's design. They didn't know much and learned pretty quickly that it was no going to sell and more importantly it was going to kill people. The SR series is a result of some of the lessons of the VK. The main thing was KISS and make it easy and safe to fly. They did a pretty good job with the SR series.
35 yrs ago there was Lear Fan ...
And the pusher prop helps auite a bit as pusher props are significantly more efficient than conventional forward facing ones.
It seems to me to have been built for looks, and I bet it gets some!
My only concern is that a fully laminar wing will stall everywhere at the same time = super dangerous!
Couldn’t one add a twist in the wing so the chord line rotates. This way tips would stall first. This is what some sailplanes do FWIU.
This only works because its still a small scale When they scale this up to a commercial size plane This will be more ineffecient lol
@@everydaydose7779 It says in the video it doesn't scale up. kzhead.info/sun/n5qvnrlrgaeEiX0/bejne.html
It needs retractable VG's on the wing and perhaps on the parts of the fuselage.
When you start your video with a bogus hype premise, it diminishes the credibility of the rest of the video. Also, "25 mpg" is actually a deceptive stat in the aviation world.
Why is 25mpg deceptive in the aviation world?
Do research before you spew garbage.
Fuel for an aircraft is usually listed as how many pounds , of fuel per hour , or how many gallons of fuel per hour.... The more fuel you carry, the more fuel you'll need .
The premise isn't bogus though.
Claiming a 20 to 1 glide ratio is special is also bogus. All modern Boeing airliners have around 20:1 glide ratio.
I can only say fantastic and thankyou for your efforts ball involved😢😊
The video shows landings and takeoffs without so much as flaps, let alone any serious high lift devices. How do you get a slippery aircraft onto the ground.even on jet runways without them? How do you get it slowed down to pattern speeds and altitudes?
Would a toroidal propeller be applicable?
That's what I was thinking.
Wow. I wish them the best of luck, seems like a wonderful idea. The fact that the laminar flow benefits do not scale up reminds me of an old classic book _The Forty Knot Sailboat._ The author made models of his hydrofoil and airfoil boat, also optimized for laminar flow, and they scooted across the water at great speed. But he never got a full sized one to work, and I'm guessing it was because laminar flow does not scale up.
Problem with laminar flow is the stability of this effect for large surfaces. Larger the surface the more unpredictable it becomes to the point it just breaks down totally unpredictably. Even so with a plane this large it will still have a very limited operating envelope to keep the laminar flow stable.
I have drawings from when I was about 8 years old of an aircraft I designed that looks like this one. Only that mine was propelled by 5 rocket engines at the back and had a Delta Wing.
keep going on this aviation development for the bigger ,faster ,cheaper and safer .
This aircraft is truly an incredible advancement in future of modern aviation. It's technology's will be integrated by other aircraft manufacturers in years to come. This aircraft is just amazing !!
No - it won't. In ten years it will be completely forgotten.
Agreed! Even if this particular venture ends up in the scrap heap, as a proof of concept it’s brilliant! I’ve no doubt there are design engineers at the big aircraft manufacturers keeping a close eye on this.
I give them points for doing something outside the norm with a considerable potential efficiency benefit. If investors want to put money into it good for them, the potential reward is there. It is very hard to get a new design all the way through certification and then on to commercial viability so the risk is there too. If you don't see it, don't invest.
Has anyone built a radio controlled model of this aircraft? It would be a great subject for 'scale' modeling.
Peter should take a drive up Guanella Pass in Colorado and look how Xcel stores energy at the Lower Creek Hydro Electric Reservoir.
It doesn't look to me like the aspect ratio of the wings is much higher than that of other wings. Also, I wonder how much the hydrogen fueled drivetrain including storage cylinders is going to weigh. In the end it is all about fuel consumption per passenger kilometer/mile and it would surprise me a lot if this company manages to improve significantly upon what modern airliners achieve.
Yep. Beech spent a billion on the Starship. It looked cool. Effective improvements in aviation tend to be evolutionary, not revolutionary.
The design of the plane is giving me airship vibes. I wonder if the shape could be applied to a zeppelin, scaled up and given toroidal propellers. With the same engine, again, scaled up, it might be what the industry needs as a transport that straddles the area between fast, but expensive (not to mention, carbon intensive) heavy lift transport aircraft and the slow, but considerably cheaper, cargo ships sailing the oceans.
The wing area and the airplane fuselage area are unequal. can't fly far Are you familiar with airplane design technology?
Did you design knowing that the economical wing area should be twice the body area of the airplane? The fuselage area is the same for each wing.
"Oh the humanity!"
@@wangofree I shouldn’t laugh, but…😆😆😆
@@wangofree Okay, the real threat to airships is gusty wind - hydrogen was abandoned as a lifting force long ago. But I love the joke.
Clean Energy and Clean Tech in Aviation 💧💧
Definitely a break thru, I am looking fwd to the results of H electric test.
I think this would work well as a high value, time sensitive cargo or parts carrier. Housed at GA airports it would be more efficient than high traffic major hubs.
Assuming a weight of 3 tonnes, it would take 150 kW just to keep it airborn. Assuming a cruising speed of 300 mph, that works out at 7 mpg (not 18-25 mpg as stated), and that isn't even taking into account the horrendous ICE engine inefficiency or drag. I'm calling BS :(((
Why 3 tons?
@@shahbazfawbush The Citation CJ1, which has half the cabin volume, weighs 4 tonnes when empty, so 3 tonnes is definitely a conservative assumption.
Lear Fan is the same size and speed , but with two PT6 1000kW :))
@@thealzp The Lear Fan is an excellent comparison. If you add half a ton of diesel and half a ton of passengers you are nearing my assumption of 3 tons. Unfortunately, in an attempt to keep the weight down, the Lear Fan suffered from structural deficiencies. The project was eventually cancelled.
Jackoffs
I think these things are going to start around $5 million. I wonder if a smaller version ( 4 seater) that could do 200 mph and had greater wing surface area could get the price down to under $1 million. This would be a much larger market. 50 miles per gallon ?
Yes, this is the future. I think it would be better though with contra rotation ducted fan props and canard configuration to reduce turbulence in front of the fan. It's good, but could be better.
I get that it’s not truly a production model, but if we’re talking about passenger aircraft, they need to be able to hold large amounts of luggage and an excess of fuel in the event of an emergency. This design doesn’t seem to be effective for carrying passengers, fuel, and luggage, but we’ll see.
Taxis going five hundred miles.
The nose reminded me of the Bell X-1. A very cool fuel economy bird.
If this thing achieves any of those performances stated, I'll eat my hat!
I wonder if there are ways this can be scaled up past its current limits by ingesting boundary layer flow and using it to power the engine.
Everything has its place in aviation, but I'm getting real dustbin vibes from this one. It's just a bit too ahead of its time. It would probably work better for kit builders, and start with a four seater. This would allow multiple models to look at, and as a company, a solid safety rating can be created and maintained before trying to sell it to the airlines. You also have to keep in mind that certification is extremely expensive and time consuming and in order to have an electric version as well, you would essentially be certifying two different aircraft. I hope they can pull it off, but I really don't see this going anywhere.
Make some type of cowl just large enough to act like a shield to protect the propellers when landing. It would be deployed just as the plane lands as a deflector
I agree with the retract cowl. The propeller is susceptible to damage on landings.
@@michaelnation6335 As mentioned in another post, the prop gets nicked easily b/c it is placed in the rear where rocks, debris, etc. get kicked up by the wheels on landing. Either tougher props are needed or they will have to be mounted higher, forward, or on the wings in order to minimize damage.
@@richardfortin2232 And where does the cowl go to when in flight? The added weight and maintenance costs would not be worth it. If debris hitting the propeller blades is a concern it would be much more sensible to lock the propeller in alignment with the tailfins.
@@jackmcslay mmmmm it may be possible to temporarily during take off and landing to direct some airflow so that this adjusted airflow pushes the FOD away from the propeller sweep.
Eco friendly aviation time has come with this design . Simply fabulous. The egg shape fuselage for laminar flow is a breakthrough . This can be applied for SUV also
Well, best of luck to them. The large one talked about, (not shown,) sounds vary interesting.
Looks great and all that, perfect for an experimental class where maybe one or two design elements can actually be put in use. This comes across as a marketing pitch more than anything. This "bullet body" isn't new, Zeppelins had it. And yet, a lot of modern air bodies have evolved to having air disrupters and microvanes plastered all over the airframe to improve control and even REDUCE drag. The feature of keeping fuel out of the wings threw me a bit. That was a huge design improvement at the time and was pushed as "free weight". EX: Every 100lb of fuel in the fuselage was 100lb of cargo weight. Every 100lb of fuel in the wing was within the lifting body and considered "free weight". Along with the extra fuselage space, which has to made bigger to hold the fuel because its not in the wings. Hydrogen: That is quickly becoming the new Green New Deal grift. Scientists have been poking at that for decades. At lab levels and small projects, it's fantastic. Large scale becomes a problem. Naturally occurring hydrogen is limited and takes time to form. But it can be made commercially for large scale. It's ingredients, wait for it,,,,,,,,,,,,,, Natural gas, coal and oil. Fossil fuels baby. Hydrogen is taking the same path as the ethanol grift. When people started looking behind the curtain, they found that more fossil fuels energy was being used to produce ethanol then what was produced by the ethanol. But by then the grants and tax funded programs were on a roll. But slap a Green sticker on the side of the engine and its the best thing ever. Batteries are another planet saver that really aren't. Lithium is a limited resource and planet destroying mines are going full blast to dig it up, using fossil fueled equipment and,,, save the planet? And of course batteries are charged by electricity which is made predominately by fossil fuels, something the greens seem oblivious to (or pretend they are).
Sssshhhhh... We don't use logic here....
Good observations.
Hydrogen as a source of energy is a non-starter. Hydrogen as an energy storage medium has advantages and disadvantages that must be assessed on a per-application basis. I'm skeptical of how useful it will be in aviation due to volume constraints, but I think it's worth taking a look into.
Doesn’t anyone know how to desalinate and electrolyze water these days? Just set up some water wave motion/wind turbines/solar furnaces for free energy and, voila, hydrogen(and oxygen and sodium chloride, too).
This aircraft certainly looks set to revolutionise air travel. All the best!
Not scalable to large carrier size aircraft. It will definitely change regional travel to a degree.