This hybrid power train is a template for all aviation if the fuel used is carbon neutral and has low general emissions. Eventually it should be scalable to ultra large aircraft. My only quibble with the EL9 is trivial: If we can have folding undercarriage on large helicopters we should really have it on 9 seater aircraft too.
ESTOL like this might be the start of a new branch on the 'evolutionary tree' of flying vehicles. I see one potential future sub-branching where the batteries (or super capacitors) are small and provide only enough energy to transition from blown flight to faster unblown flight, leaving more mass for larger fuel tanks and requiring an engine-generator that operates at multiple altitudes and at cruise and climb; or another branch that has larger batteries that operate all the way to altitude and have a smaller engine-generator optimised for cruise and cruise altitude.
I have been thinking for sometime that 6 or 8 motors with varying propeller diameters and configurations out along the various parts of the wing, is really the obvious way to go. I have crunched the numbers on the hybrid with batteries vs hybrid with supercapacitors and I just don't see the point when you could have a carbon fiber drive shaft through the wing connected to two truboshaft engines on belts to the CF wing drive shaft and clutch on and off whatever combination of propellers so that you can easily turn to efficient cruise on one trubroshaft and simply shut the other off for most of cruise flight. The NASA developed structural fabric weaves would make such a carbon fiber shaft an easy part of the wing so that the shafts and gear boxes for all the propeller blades augment very normal structural components of a wing... Even solid state batteries at 1100 wh/kg (projected as theoretically possible in mid 2030s) or a two-bank cycling supercapacitor approach can't touch it for efficiency. You could be crossing oceans with up to a 5000 lb payload by my calculations... Keep the two small turboshafts with the shaft going out both ends of the engines… Small turbo shaft engines just at the ceiling fuselage under the wings, and even hook up an air compressor for boundary layer blowing efficiency... Greatly reduce drag with no engines on the wings, just the very small gear boxes for each propeller along the shaft/spar casing... Leaving more space for slotted wings/slats with high pressure air jets from multiple propellers to overcome the gaps... Or for blown boundary layer air at the slots and slats. The problem with truboprops is they're just too powerful and leave so much power on the table almost all the time... Soak it up over more propellers over more of the lift surfaces is the answer. Have two very small turboshafts that can run at .25 g/kw each and distribute the power over many propellers... 2 bladed are so much more efficient than 3 or 5, but I can see why they did it here... Tortional effects from large diameter 2-bladed props can be significant and it can be easier to achieve higher speeds with high rpm on smaller diameters... Electrical motors as we have them today, really need to stay at higher rpm and have lots of cooling or the high torque at low RPMs burns them out. They can't output that torque consistently at the higher RPMs without serious overheating problems... It doesn't get talked about much, but overheating with tortional loads, I'm finding, to be unmanagable on electric motors... Stator fluid, liquid cooling, combined with cooling fins, is an absolute must on electric... So then you have to weight load the wing all the way out to the tips with motors. It just doesn't make sense compared to carbon fiber drive shafts on turboshaft engines.... I say this as someone who has raised nearly a million for greenpeace, and tree sat to save thousands of hectares of wildenness. Like the JetOptera founder says, when you do the calculations, electric, even at the likely 1100 wh/kg in 10 years from now, is just an environmental disaster of innefficiencies for massive toxic strip mines by the 100s of thousands if not millions of destroyed acres the whole planet over… Not to mention all the aquifers totally poisoned by the leach and lithium pits for all the minerals that are needed for electrification. Thanks for the video. Well done, I really appreciate what you do. Your channel is great. Thank you thank you.
Wonder if a plane could have a blown tail plane. A tailplane half as big half as far away might drastically shorten the fuselage and reduce parasitic drag?
@@clivestainlesssteelwomble7665 thanks super interesting is that the boundary layer system referred to in the wikipedia article and using compressor bleed air from the turboshaft?
$3.2M for the smaller TD2.! Huh. That’ll pay for a conventionally powered aircraft and decades of maintenance with longer range and more payload. Not there yet.
a lot of brilliant engineering in that one 👍
Thank you for not using a robotic voice for the voice over. Your videos are really good and informative.
I appreciate that!
Thank you for another interesting one. Increasing the lift so much is a great thing for being a good VTOL aircraft.
👍💪✌
Hope it can do what it promises, looks really cool.
They are showing up as a solid contender with this iteration. Thank you for sharing your information.
I appreciate the fact that you finally used knots as a unit of speed in the video. keep it up
Sounds really impressive if it can deliver.
Maybe it's to get more pressure on the flaps, but it seems like it would be better to have the air more over the wings than under them.
Wonder why not using leading edge slats as well. I want to see a single person version.
Agreed there is room for improvement. There was a small two seater one by a different developer. Havent heard any updates from it
Sky spark, and my favorite colour.
Reminds me of the channel wing plane,,
The Maxwell X 57 and much earlier blown wing sstols disclosed operational problems as did the Breguet 431 . Not a new concept.
Doesn't it look beautiful. Hope you had a great Christmas and a flying new year. ✈️✈️✈️✈️💜
It does indeed. Happy New year to you too
Many smol props bad.
I want to buy the EL 9
Not bad for a family aircraft
This hybrid power train is a template for all aviation if the fuel used is carbon neutral and has low general emissions. Eventually it should be scalable to ultra large aircraft. My only quibble with the EL9 is trivial: If we can have folding undercarriage on large helicopters we should really have it on 9 seater aircraft too.
ESTOL like this might be the start of a new branch on the 'evolutionary tree' of flying vehicles. I see one potential future sub-branching where the batteries (or super capacitors) are small and provide only enough energy to transition from blown flight to faster unblown flight, leaving more mass for larger fuel tanks and requiring an engine-generator that operates at multiple altitudes and at cruise and climb; or another branch that has larger batteries that operate all the way to altitude and have a smaller engine-generator optimised for cruise and cruise altitude.
I wonder what the performance is at altitude?
I have been thinking for sometime that 6 or 8 motors with varying propeller diameters and configurations out along the various parts of the wing, is really the obvious way to go. I have crunched the numbers on the hybrid with batteries vs hybrid with supercapacitors and I just don't see the point when you could have a carbon fiber drive shaft through the wing connected to two truboshaft engines on belts to the CF wing drive shaft and clutch on and off whatever combination of propellers so that you can easily turn to efficient cruise on one trubroshaft and simply shut the other off for most of cruise flight. The NASA developed structural fabric weaves would make such a carbon fiber shaft an easy part of the wing so that the shafts and gear boxes for all the propeller blades augment very normal structural components of a wing...
Even solid state batteries at 1100 wh/kg (projected as theoretically possible in mid 2030s) or a two-bank cycling supercapacitor approach can't touch it for efficiency. You could be crossing oceans with up to a 5000 lb payload by my calculations... Keep the two small turboshafts with the shaft going out both ends of the engines… Small turbo shaft engines just at the ceiling fuselage under the wings, and even hook up an air compressor for boundary layer blowing efficiency... Greatly reduce drag with no engines on the wings, just the very small gear boxes for each propeller along the shaft/spar casing... Leaving more space for slotted wings/slats with high pressure air jets from multiple propellers to overcome the gaps... Or for blown boundary layer air at the slots and slats. The problem with truboprops is they're just too powerful and leave so much power on the table almost all the time... Soak it up over more propellers over more of the lift surfaces is the answer. Have two very small turboshafts that can run at .25 g/kw each and distribute the power over many propellers... 2 bladed are so much more efficient than 3 or 5, but I can see why they did it here... Tortional effects from large diameter 2-bladed props can be significant and it can be easier to achieve higher speeds with high rpm on smaller diameters...
Electrical motors as we have them today, really need to stay at higher rpm and have lots of cooling or the high torque at low RPMs burns them out. They can't output that torque consistently at the higher RPMs without serious overheating problems... It doesn't get talked about much, but overheating with tortional loads, I'm finding, to be unmanagable on electric motors... Stator fluid, liquid cooling, combined with cooling fins, is an absolute must on electric... So then you have to weight load the wing all the way out to the tips with motors. It just doesn't make sense compared to carbon fiber drive shafts on turboshaft engines.... I say this as someone who has raised nearly a million for greenpeace, and tree sat to save thousands of hectares of wildenness. Like the JetOptera founder says, when you do the calculations, electric, even at the likely 1100 wh/kg in 10 years from now, is just an environmental disaster of innefficiencies for massive toxic strip mines by the 100s of thousands if not millions of destroyed acres the whole planet over… Not to mention all the aquifers totally poisoned by the leach and lithium pits for all the minerals that are needed for electrification. Thanks for the video. Well done, I really appreciate what you do. Your channel is great. Thank you thank you.
Wonder if a plane could have a blown tail plane. A tailplane half as big half as far away might drastically shorten the fuselage and reduce parasitic drag?
They were considering a blown tail for the EL9, but they didnt go ahead to keep things simple
That strategy is used on the Shin Mewa Stol flying boats .. but they use an aux helicopter derived gas turbine .
@@clivestainlesssteelwomble7665 thanks super interesting is that the boundary layer system referred to in the wikipedia article and using compressor bleed air from the turboshaft?
Of all the eSTOLs that don't exist, this one is the leader. It's fictional range and complete lack of nine seats makes it an imagined winner.
whats up with the youtube video 1fps throttling. also x-wing vtol quad copter plane would be even better.
I think the frame rate in the video editor got jumbled up.
did you visit them and get original footage and data?🙂@@ElectricAviation
STOL is superior to VTOL in many ways
$3.2M for the smaller TD2.! Huh. That’ll pay for a conventionally powered aircraft and decades of maintenance with longer range and more payload. Not there yet.
What's the fuel? Gasoline? Kerosene? Hydrogen? This is a hybrid not battery-electric.
Yes it is Hybrid (battery + gasoline). The propulsion system is electric that is motor based
Just seems like it’s going backwards from conventional technology to me.
not sure that I will ever want to fly in an aircraft that jerks around so much...