This is a great video, as a kid way back in the '40's this was the stuff of my dreams. I'm beginning to believe I'll get to fly in one of these before I snuff it. :)

Thanks for sharing. I have been flying Exclusively Electric RC acrobatic propeller planes, Ducted fan jets, and Helicopters for the last 20 years. The advancement of motors and batteries is amazing. Love the channel, sharing.

The "Jetoptera's Bladeless Propulsion System" looks like a good design to me.

Thanks for an excellent video! I can see many of these designs coming into service over the next decade, perhaps the most successful will not be the most efficient / optimal but driven to success by the business model / marketing, etc. If one design is 90% as efficient as another but the Company gets an Uber contract for a thousand of them its going to do well anyway and that extra 10% optimization will 'have to wait'... Having said that I think the engineers and people like yourself here are doing a good job highlighting the options available. I can see air-taxi / eVTOL emerging much more quickly into the public domain and the skies filling up with these things than the early days of manned flight were for many decades seeing a plane in the skies was a novel experience for most people...

Just a possible correction: I believe Joby and archer don't use two motors per propeller but instead two seperate 3 phase windings wound around a common stator core with independent motor controllers. The idea being that a phase to phase short circuit won't render the motor useless, it will just be able to run at half power. See Siemens pd200 documents for an explanation of the same safety system.

@lorenzocapasso8881

3 жыл бұрын

what documents Capo?

@RichardRParsons

3 жыл бұрын

@@lorenzocapasso8881 see page 17 www.google.com/url?sa=t&source=web&rct=j&url=www.bbaa.de/fileadmin/user_upload/02-preis/02-02-preistraeger/newsletter-2019/02-2019-09/02_Siemens_Anton.pdf&ved=2ahUKEwjt-4vEwcHxAhUR8HMBHYXvDdMQFnoECC0QAg&usg=AOvVaw2RTn8H-EZOjaa3DPJbBhoA where it speaks of redundant windings. I recall seeing similar wording used by some of the eVTOL manufacturers.

@jayflemingvideos

2 жыл бұрын

@@RichardRParsons that's an interesting read. I wish there was more info about the redundant windings besides one mention. I'll look elsewhere for info. The practice has been in place for decades in multi-speed 3 phase motors. Two independent sets of windings with one contactor for each. One set is low speed and the other is high speed. I could see the electric aircraft motors running only one set of windings at any given time except for vertical flight so that they and the associated controllers aren't all wearing out together.

Great video as always. I like Beta's approach of lift + cruise and the batteries in the fuselage

@ElectricAviation

3 жыл бұрын

You are right. Beta has its merits

Great video! You should make one on some of the less common designs e.g. AMSL Aero efficient box wind design, PteroDynamics: unique "transwing" tilt could allow for a greater wing size, and Talyn Air have solved the battery capacity issue

@ElectricAviation

2 жыл бұрын

I have covered Talyn Air and AMSL in separate videos

Always enjoy the analysis, great stuff, thanks, ^oo^

@ElectricAviation

3 жыл бұрын

My pleasure!

Your videos are amazing! Plz plz plz release more content! 🙏🏻👍🏻😀

@ElectricAviation

3 жыл бұрын

I'll try!

eVTOL Aircraft will be the next Air Taxis to fly on for sure I can't wait to fly on them soon Awesome Video!!!!

@ElectricAviation

Жыл бұрын

Hope so!

Absolutely brilliant.

Great discussions and analysis. JOBY and EH are the leaders in quite electric air taxis, with great teams. Long for very long!

Great video! I like the Kitty Hawk Heaviside...

Thank you. Lovely and informative vid. I love flying (and driving and boats and other machines) - but I also love silence and clean air. This is what I been wishing for for quite a long time and I'm very happy and thrilled that it's finally happening or beginning to happen. The human race can perhaps still make it this time around. :)

Another good video. Thank you

@ElectricAviation

3 жыл бұрын

Glad you enjoyed it

I think a tilt wing(s) is best, perhaps ducted too. I think it's worth it to add PV cells to the upper surfaces for slightly extended range and for slow, self-charging on the ground too.

Awesome video ... loved it

@ElectricAviation

3 жыл бұрын

Thanks a ton

Operner's Black fly seems to be the favorite choice of known aeronautical engineers such as Burt Rutan having no Gimble for motors.. being the most simple design.. Other single rotorcraft based on the Carter gyro having Inherent redundancy should be a logical choice for security (Survivability) reasons..

Amazing detail

@ElectricAviation

3 жыл бұрын

Thanks!

Maybe the transwing concept is also worth a mention, or even a separate video. For me it's the most elegant solution and I'd really like to know more about it, but the info seems to be a bit scarce. Great vid as always!

@paulogden7417

Жыл бұрын

Agreed, Transwing has the most compact ground footprint and the most efficient cruise.

Thank you for your great video's! Friendly regards from The Netherlands.

@ElectricAviation

2 жыл бұрын

Thanks for watching!

Love the videos! Question. Whats your background? You obviously know what you are talking about, just curious.

@ElectricAviation

3 жыл бұрын

Thank you. I am a Mechanical Engineer, with PhD in Renewable Energy. Aviation is just a hobby of mine.

@MattiasAllring

3 жыл бұрын

Your persona and rock solid expertice is why this channel will explode! But I think the channel would it grow even faster if you would set up a studio to be able to appear yourself in parts of the commentary of the videos.You have fans and they want to feel a personal connection.

@ElectricAviation

3 жыл бұрын

​ @MattiasAllring Thanks. Very flattering. I will have myself in the field videos that hopefully I will do when I visit some aviation companies. At present I dont think it adds value showing myself in explainer videos.

Thanks a lot for making this video, you bring substance to the table. I think, the best evtol would be 4/5-seater opener with ducted propellers (8) with four pair wings, two on each side. Two ducted props on each wing pair. The power pack should be hybrid (battery plus fuel cell) to manage weight. I assume as the opener does not need tilt mechanism, this design will not. That is the flying car that can replace SUVs from the roads, if powered by automatic flight/navigation. Around 7 by 4 meters in dimensions. If you can run the numbers on this design in a video that would be great.

@ElectricAviation

3 жыл бұрын

Noted

One watch through this is not enough for my little brain, back to the start let’s go again😁

@tuzisawsome2199

3 жыл бұрын

So your having a HARD TIME computing the TRASH multiple millions of DOLLARS went into?... I AGREE 👍 💯 😁

@TeslaBulldotcom

3 жыл бұрын

@@tuzisawsome2199 no I wasn’t being negative, quite the contrie, unless they are judged to be miss spending public money, I don’t think they are, then I don’t see the problem. Evetol investor right here.

@tuzisawsome2199

3 жыл бұрын

@@TeslaBulldotcom no you fool 🤣 I gave you a back handed compliment lol... but seriously, please either don't call these evtols or just call them what they ARE, TRASH! IF You're seriously investing now. I suggest you stop and wait till the fall. Maybe you'll be shocked then, to see something REAL.

VTOL capability usually is a less efficient way to get airborne than with conventional fixed-wing planes. And because efficiency and saving weight is everything with electric flight, I have no idea why eVTOL is the new hype. Nobody knows if there actually is a market for air-taxis, not to mention safety issues, regulations, infrastructure, noise concerns in cities... There's just no good reason why the demand should be any higher than it has been until now with helicopters. That little difference in noise level can't be it. What I'd like to see: a production version of the Eviation Alice and a fully electric version of the Celera 500 or similar aircraft. Makes much more sense, both from an efficiency and business model standpoint. Adding distributed propulsion in electric aircraft with an otherwise more conventional airframe is probably smart (and of course light-weight composite construction), but eVTOL with tilt mechanisms etc is too much complexity and inefficiency for those tiny battery capacities.

@ElectricAviation

3 жыл бұрын

For me, having low noise eVTOLs are ideal for commuting in rural areas. Solid State batteries will be the next step. We have achieved 350 to 500 Wh /kg in the lab. Current batteries being used in EVOTLs are 275-250 Wh/kg. This will increase the range or payload significantly.

@___Chris___

3 жыл бұрын

@@ElectricAviation Sure, but a fixed wing aircraft with the same battery will have even more range. As long as there is no special infrastructure with landing permits and recharging stations for eVTOLs, they would have to land at normal airfields anyways. Burocracy is slow. I love electric aviation, but I think take-off from a conventional runway is still the way to go. Why would we need vertical take-off in rural areas where space isn't a problem? The only argument is the potential for automated flight, without a pilot. In the city I would understand the VTOL argument, but then there's still the noise: keep in mind that a lot of the noise doesn't come from the engine, but from the propeller. Less noisy doesn't mean it's not still annoying. Whether noise is disturbing is also a matter of frequency. E.g. the noise of a Rotax 914 (internal combustion) is much more annoying than an IO550 in my opinion, even though the IO550 is the larger engine. Why? RPM (no gearbox considered(Rotax)). Electrically driven propellers also have a similar problem with high frequencies due to also typically high RPM (in this case prop rpm). --> I don't think the noise problem is really solved. It would still be too annoying in the city. In summary: electric flight=great, electric VTOL flight=not so much, until proven otherwise

@ElectricAviation

3 жыл бұрын

@@___Chris___ I agree the fixed wing electric will see more success in the near future. France has banned all intercity flights that are within 2 .5 hours away on the rail. This is where fixed wing electric aircrafts can come in. As for eVOTL, they are driven by romanticism. It is the age old dream of having a flying car. With eVOTL, people can see that its finally becoming true. I believe that Jaunt Aviation's Rosa has a lot of potential for city centre to airport hops. And it offers safety too

nice vid

Very informative

@ElectricAviation

3 жыл бұрын

Glad you liked it

Many "stop rotor" designs use 2 blades to reduce drag when stopped. These can be increased to 4 blade designs by using a "scissor" mechanism, but it has not been widely done yet. All these complicated mechanisms are subject due to possible problems with icing. These things will not always be flying in good weather.

These designers seem to be going to great lengths to keep it quiet. 45 dB is crazy low.

@ElectricAviation

3 жыл бұрын

They are

I wonder if anyone has though of making a hybrid battery fuel-cell vtol aircraft? Perhaps have the hydrogen tanks as dismountable tanks under the wings, similar to fuel tanks on fighter jets so they're easy to swap in an out?

@headcrab4090

3 жыл бұрын

It is the new thing in drone tech. So yes, you are spot-on.

Great video as always! 🔥 I think Lilium architecture, ducted fans, is the way to go. At least for inter-city transportation and longer distances. I working on a Video about Lilium Jet Technology, coming out in a few days 💪

@carlosandleon

3 жыл бұрын

Doubt it

@xuyan2650

3 жыл бұрын

The ducted fans need much higher power during hovering which requests a much higher power density of the battery. Generally, power density and energy density are a trade-off in battery design. Meaning they won't be able to using the high energy battery compared to other design

@eVTOLinnovation

3 жыл бұрын

​@@xuyan2650 Well, they don't have to. On cruise, the Lilium jet uses 10% of the hover energy. Hover represents only 5% of any trip time. Lilium optimized for the Cruise stage while the rest did it for hover. Ducted fans is the only design that can scale without increasing size (bigger than helipads) or noise. I just uploaded my video on Lilium Jet, I talk about this. The Paper from Lilium on the 7 seater jet goes more in depth. It is interesting to see how all this is gonna play out!

@xuyan2650

3 жыл бұрын

@@eVTOLinnovation The energy (kWh) makes sense. However, the higher hover power requirement requests higher power density from the battery and lower battery impedance in order to make sure the motor can draw the energy out of the battery. For the hover case, you can't draw the power out even you still have energy inside your battery due to the low power density. I will look at your video first and see if I missed anything. FYI the link of the 7 seater paper under your video doesn't work for some reason. it shows 404

@eVTOLinnovation

3 жыл бұрын

​@@xuyan2650 Fixed the link. Thanks for letting me know. Do you think Lilium is speculating with a battery breakthrough in the next years to be able to fly? I think if they really had battery problems they would have stayed with the 5 seater or even a 3 seater. It is hard to know, I am not a battery expert and we don't have all the insider information. Thanks for your insights 👍

Its interesting that, in the world of cars there seems little visual difference between successful electric cars and the conventional. The briefest look at any of these aircraft seems to spell entirely different configurations. Now true aircraft design has changed little from the spam cans of the 40's. Vertical flight (although it is not completely apparent to me the legal utility of vertical flight capability) is the apparent motive, but it is also something we are technically capable of right now with helicopters, yet for other mysteries do not use. Also to the minus of the tilt rotor, the lack of ability to land unpowered. The helicopter has succeeded in part because of the ability to autorotate and the layer of safety that offers, and I think the helo will be difficult to dislodge because of this, especially for passenger flying.

I wonder why the Jaunt are so slow to release a demo flight video, looks promising, or the big main wings makes it's not easy to build.

The electric VTOL aircraft configurations presented can be categorised into: - edgewise flying rotors - these are the typical multi-rotors, have a very low L/D, fighting gravity all the time, rotor effectiveness reduced because the blades are in a low Reynolds number flow, compared to similarly sized conventional single rotor helicopters. - tilt-wing/tilt-rotor - transition to wing-borne flying mode, but the prop-rotor design is a compromise, too small for hovering, and too large for effectively providing high speed cruise thrust. - lift and cruise - having separate systems for lift and for cruise thrust - always you have a system that is 'dead weight'. - stopped, folding, stowed rotors - are 'dead weight' in cruise, and providing extra drag. The L/D value of 12 is theoretical only, never demonstrated in practice. 5 thick blades have reduced noise, but increased aerodynamic loses, requiring more power to produce the same thrust as a conventional 2 bladed prop. Aerodynamic effectiveness of an aircraft matters, the L/D and the propeller efficiency is - as was shown - enter into the range equation. Drag is a very finicky subject,a Cessna 172 best L/D is about 11 and that is without extra rotors and nacelles and what-not creating a lot of interference drag, not sure how they reached a L/D of 12 for the VTOL aircraft having the extra elements. The rotors need to be quiet, provide lift in hover and high speed cruise. A small 2 bladed propeller, designed for cruise speed only barely reaches 85% efficiency. A more appropriate value for a 5 thick bladed prop-rotor efficiency in cruise would be around 60 to 70%

....and then there's the Jetoptera, which shares little. It will be interesting to see how they compare to the others.

Love your videos... everyone is so informative. I wanted your opinion on the following: What do you think about a detachable "tug" concept vertical takeoff and vertical landing? Decoupling from vertical takeoff is easy especially with computer coordinated separation algorithm... once altitude and forward speed are acceptable. At this point the issue is safely docking for landing. Using a crane skyhook concept with built in pitch yaw roll boundaries. This allows the full weight of the energy density to be used for range. Beta is planning on using charging stations so these TUGS would be stationed at each charging station. Btw I am both an aero-tow Hang II pilot as well as fixed wing Skylane 182. I've also done formation flying and experienced putting my wing into prop-wash behind my colleague flying a head. I believe like the Tesla cars if you don't brake... the car will if an accident is imminent. We have the ability to allow the computers to handle these two transitions. I would love to get your opinion on this...

@ElectricAviation

3 жыл бұрын

Its an idea with a lot of potential. Reminds me of Zipline drones and how they are delivering blood in areas where there aren't event proper tracks leave alone roads. www.bbc.co.uk/news/av/technology-43886039 They use a ramp-sling launch and a sky hook so almost all the energy in the battery is used for cruise. Something similar can be done at vertiports.

I like the tiltwing because during cruise it seems to allow a classic configuration for less wetted surface and more aerodynamic shape and maximum efficiency. But I also wonder if we'll see something like a quad copter that extends and retracts it's rotors out of the fuselage so they can be totally smooth like a landing gear. Maybe something like an ultra efficient celera 500 but with extending quad rotors. This might require additional height for the fuselage. I don't know if it matters that much but most other tilt wing designs seem a bit clumsy to me. Thank you for your videos! You really make the figures and challenges easy to grasp for me as a layman.

@codetech5598

2 жыл бұрын

If you like the tiltwing, have you seen the PteroDynamicsTranswing design? kzread.info/dash/bejne/ZamCxNF8l6e1e7Q.html

@dejayrezme8617

2 жыл бұрын

@@codetech5598 Thanks that's interesting. I imagine being compact could open up some opportunities.

@codetech5598

2 жыл бұрын

@@dejayrezme8617 There are other aircraft with wings that fold for storage or transport, but the fact that the folded mode of this aircraft is the exact mode for takeoff and landing make this design ingenious.

Hi at 10:20 you mentioned that co-rotating rotors can perform better than contra-rotating propellers according to a study, that sounds interesting because I assume there would be no swirl recovery with co-rotation, do you happen to have a link to that study? Thanks

@___Chris___

3 жыл бұрын

That information in the video was actually very strange. Usually, 2-blade propellers are the most efficient. Anything more implies unwanted interactions between the blades, losing more than we gain, because the blades pass through less "clean" / more turbulent air of the preceding wake. Theoretically, counter-balanced single-blade propellers would be even more efficient (yes, they exist, although rare), but they are otherwise problematic because of vibrations (balanced around COG, but not aerodynamically), therefore practicality starts with 2 blades. The reason why 3-blade propellers are also seen quite often in smaller GA aircraft (or even 4 or 6-blade propellers e.g. in turboprops like the ATR-72) is ground clearance. Very typical e.g. in Mooneys, sitting rather low with their short retractable landing gears. When we want more thrust per "disk" size due to space constraints, more blades are good, but when the goal is more thrust per kW, then 2 blades are best. When that's not enough: more engines with 2-blade props of their own, or just larger props (as long as the combination of prop diameter and rpm doesn't lead to suprasonic blade tip speeds). Now, with these multi-bladed sandwiched propellers - either co-rotating or counter-rotating - it's hard to imagine how this is supposed to be even remotely more efficient. I would expect a lot of chaotic interferences, especially because these blades are likely with a fixed pitch, thus never really optimal for their speed. When the front (or upper) rotor starts to partially stall, the rear (or lower) rotor will be in a lot of trouble. Swirl "recovery" with counter-rotating blades is also relative. Yes, it avoids the actual swirl / slipstream, but still with a lot of drag losses through interactions between the 2 rotors. With co-rotating rotors: probably worst of both worlds (I think you were suggesting something like that, if you understood you correctly). [disclaimer: no aerodynamics expert, just a private pilot]

@ElectricAviation

3 жыл бұрын

d1rkab7tlqy5f1.cloudfront.net/Studentenportal/Faculteitspecifiek/LR/Onderwijs/Thesis/Wind%20energy/20190911%20Shubham_kickoff.pdf

Question: Why is a higher center-of-gravity more stable during hover? That seems counter-intuitive to me.

Electric Aviation: "eVTOl converge on a common design template" Lilium: "hold my ... ?? ... many ducted electric jet engines with thrust vector control"

The most notable thing they all have in common is that they don’t really exist.

No one discussed the strong wobble all tiltwings go through during transition back to vertical flight. Historically it has always made tilt wings unusable for civilians.

Short Tiltwings and large Props are the simplest way to go imho. (This configuration is stovl capable aswell )

@kcdook153

3 жыл бұрын

Though it is an opinion, it is one that I share. I have a tonne of ideas about this but as far as being the "simplest" that seems to fit my understanding as well. Unfortunatly I can only work on RC scale but some day brother/sister.

@agrxdrowflow958

3 жыл бұрын

True. Only down side is it's noisy like a helicopter.

@kcdook153

3 жыл бұрын

@@agrxdrowflow958 they do make a fair bit of noise but we can change the rotor tips to make less noise. I work with ducted fans on my projects.

I think your optimum battery fraction for max range only works for zero payload. Any rule of thumb needs to include a percentage for payload, meaning passengers. Currently that's a minimum of 2 passengers and a pilot, or a practical maximum of 4 passengers and a pilot. When fully autonomous the pilot will become another passenger, but that is a ways off. Finally, UAM doesn't require a lot of range. Many of these aircraft are pushing their designs to achieve greater range than is necessary. That is because they are hedging their bets and trying to compete against helicopters in the executive transport market. That market, and the UAM market are significantly different, and really require different aircraft, but for now the various developers need to do all they can to keep their investors interested and sometimes that involves doing things that make no sense from a technical perspective.

It's my understanding that Tesla has a200+wh that's on the virge of being+400 in the near short, and 37wh is a real low ball number...

another problem to use it in the middle of the city besides energy efficiency are the loudness of the engine and the rotor

is there a reason why these designs does not have ducted fans?

@ElectricAviation

3 жыл бұрын

Embraer -X are doing it and CityAirbus have got it. I think Vertical Aerospace mentioned that they found Ducted fans challenging in forward flight so the removed them from their prototype.

So if evtols have thrust greater than the weight of the plane why don't they fly very fast during cruise

@ElectricAviation

Жыл бұрын

To conserve battery energy. If you fly very fast, the distance covered will be less, but you will get their quicker for the same amount of energy. Most of these aircraft are designed to fly at 150 mph and cover 60 to 100 miles

Levitation was the ancient form of eVtol

Tilt wing simpler and more efficient for takeoff. For landings on gusting wind days, tilting motors on the tilting wing adds no more complexity than flaps - and not as much as louvers.

we need a good way to store a high volume of hydrogen at room temperature :( H2 has higher energy density per unit mass than kerosene iirc. But takes up more volume at room temperature...unless we can figure a technological way to overcome that. Maybe carbon buckyballs or cabon nanotubes?? :)

Distributed batteries are difficult to remove and replace. Unlike cars, it's a bad idea to have permanently mounted batteries in these aircraft. It it better if the batteries can be removed for charging, so they can be charged more slowly and properly cooled while charging. Also, these aircraft should be in the air as much as possible, not on the ground charging. In high volume operation, the batteries will wear out very quickly so anything that can be done to extend their life is worthwhile, and also makes for a safer aircraft. As batteries evolve, and they will, a common form factor that allows for battery upgrade without aircraft redesign is also desirable. These early prototypes have built in batteries, but once faced with the reality of making dozens of flights back and forth per day, the design will have to change.

Why electrical jet engines have not been employed in the latest EVTOLs designs?

@ElectricAviation

3 жыл бұрын

The blast from them is one of the most corrosive jet of plasma known to mankind

@mortezamoradi3514

3 жыл бұрын

@@ElectricAviation what if the propeller blades are placed in the jet like chamber. do it have any advantage like reducing the turbulence within the space between propellers or it is just an extra wasteful weight?

I am curious how NASA's X-57's design will work.

@ElectricAviation

3 жыл бұрын

I have a video on that

I disagree with your comment that the V-tail has lower weight and drag than a conventional tail. I think if both are sized for the same stabilizing and control effects, the conventional tail will be lower weight and drag. Do you have some calculations to justify your statement?

Just a quick thing, the greek letter you showed in the formula is an eta, not a nu.

@ElectricAviation

2 жыл бұрын

Thank you

What is the plane's name in 4:21?

@ElectricAviation

2 жыл бұрын

Jaunt Aviation ROSA

Five blade propellers must for all design's

gasoline/kerosene turbine range extender back/side jets (with electric generation) with supercaps to store the pulsed power for vtol, autorotation for parachute landing without power, fast boost to lift-off, and forward

@Jkauppa

3 жыл бұрын

hybrid e-vtols

@Jkauppa

3 жыл бұрын

best evtol is helium balloon dirigible, which does not care about gravity

@Jkauppa

3 жыл бұрын

wings can be supercaps graphene

@Jkauppa

3 жыл бұрын

or lithium battery wings

Steve Jobs dumped the templates, and we now enjoy smartphones. Elon Musk dumped the templates, and we now have practical electric cars. This Urban Mobility template exists because transitions from vertical to horizontal flight and back to vertical flight are challenging; these configurations are an easy way out. Do you need four additional engines in your car to take you up the hill?

Even for today

can you please use metric

;)

I really like your videos, but the range equation is wrong. Does not include altitude. Also, you can have over 70 % battery of MTOW if you wish

@tobiasreichelt888

Жыл бұрын

Having a constant force via constant dynamic pressure (air density * velocity^2) means a high velocity in thin air. Since F * v = P, you can easily calculate power required (*0,8 efficiency) and therefore range

@tobiasreichelt888

Жыл бұрын

You can have the same power level (like 200 kW) in thin and thick air, but in thin air you travel much faster even if KTAS is the same. Requires less energy per distance.

The two parameters that work best to evaluate a VTOL are L/D in cruise, and Disk Loading in hover. Push the L/D up and the DL down as much as possible. Make reasonable design choices otherwise and you will have a good VTOL. Evaluated that way, the Lillium design is awful, bordering on a scam. The disk loading is way to high to work with existing battery technology. The fact that it is super cool looking, and makes use of some clever aerodynamics doesn't make up for the fact that it can't hover for long enough with a reasonable payload to get the job done. There is a reason you don't see them flying full mission requirements with a full payload. Beware specifications based on wishful thinking.

Cough cough propellor guard

The tiltwing planes such as the ASX that rotate about a single pivot will never be certifiable. At least not in the US because a single failure (the pivot) can take out the whole plane.

@ElectricAviation

3 жыл бұрын

You can have two tilting links for redundancy

@wpfilms2

3 жыл бұрын

Kind of ironic considering helicopters have many single points of failure

@ajs9688

3 жыл бұрын

@@wpfilms2 Good point. Helicopters are certified to FAR part 27. Big airplanes are certified to part 25. Small airplanes are certified to part 21 or 23 and it's not clear to which evtol's will be subjected and the safety standards are completely different.

I'd like to see you cover the PteroDynamics' Transwing aircraft design: kzread.info/dash/bejne/ZamCxNF8l6e1e7Q.html

@ElectricAviation

2 жыл бұрын

I have plans to cover it. Its in my list

@codetech5598

2 жыл бұрын

@@ElectricAviation Excellent. Your channel has the best and most detailed information on KZread.

Without at least an autogyro for safety, I will never fly in any of these aircraft. None of these makers will be able, much less willing, to deal with liability for failures and will likely be sued out of existence after one or two accidents, as only rich people will be able to afford to fly in them. Lose one and they'll be all done.

These are not aesthetic

Lillium is much better than these ones.