All this embracing and self-congratulation as if you've just discovered penicillin! Puhlease! You've got nothing, any of you. You can never get certified until you can either autorotate or glide to a safe landing under full control when there is NO THRUST! Do that and then you can start tearing up and hugging each other. The FAA states in their Certification Requirements for Joby S4 open letter, dated November 8th 2022: "The aircraft must be capable of a controlled emergency landing, after loss of power or thrust, by gliding or autorotation, or an equivalent means, to mitigate the risk of loss of power or thrust" They're not talking about redundancy provided by multiple motors either, they mean during a COMPLETE loss of thrust what are you going to do? The FAA is like an X-ray machine - they see right through marketing and PR, glossy graphics and paint schemes to the flesh and bnes of your project and they're looking for one thing: Extremely high levels of safety for crew, passengers AND for all the innocent people living their lives on the ground below. So it's back to the drawing board for every multicopter vying to become an air taxi. Come back when you can autorotate and you'll get certified very quickly....and think about this: if you could autorotate you'd be able to do that for EVERY landing and that would greatly increase your reserve battery charge and thus increase your range bewteen charges, instead of requiring 100% power for the entire liftoff and climb to altitude and 100% again for hovering phase of descent down to the ground. It's exactly like being asked to relocate a really heavy object across the room. You need 100% of your available power to lift it. Once you've got it up against your chest you can quite easily stagger across the room...but then you need 100% of your power again through the entire lowering all the way back down until the thing is back on the floor. That's what every one of your multicopters currently has to do.... and if that power is suddenly lost then destruction is inevitable. Not good enough - must do better!! So in conclusion, there's absolutely no call to celebrate because not one of you has a vehicle yet that has any chance of getting certified.
Have you seen my design. The ion-jet-EVTOL. It's my cover photo. You can google it or follow the link on my channels bio. I believe you are talking of single point of failure for aircraft. It ook that into consideration in my design. I have have 4 set of wings, meaning the aircraft can glide if all engines go off and the pilot can control landing manually using the tail rudder. I also have 4 sets of engines with 3 ducted fans, each in the tail wings and 6 sets of engines with 3 ducted fans each in the 2 front wings. This means if one engine was to fail, a corresponding engine can be turned off so as to allow balanced control control and landing of the aircraft. The problem is that most CEOs have access to a lot of funding and no good understanding of mechanical engineering. I believe the real problem with EVTOL's is the efficiency of the propulsion system. There are still alternative aircraft that can perform equal tasks at par or quicker and cheaper in maintenance and operation.
Racing style quadcopters literally fly perpendicular to the ground. If the propellers are fixed up and down, then full throttle will move the craft Up, not forward. To make these not-a-hovercraft the props would have to rotate 90 degrees so the pilot and craft stay horizontal otherwise design a craft to take advantage of the perpendicular flight at speed.
I'm not sure i am getting you right but i think you're saying a fixed wing or a fixed-wing hybrid design will be faster than the quadcopter design. If so you're right. I think some of them are just trying to sell the concept, and they are trying to operate as safe as possible so it dosent come out as too risky. once they have gotten mass adoption and kick into full gear they will surely start pushing the speed limits.
@@EVTOL-consult The biggest challenge of using electric propulsion in aviation is the power-to-weight ratio: Conventional electrical systems can’t produce sufficient thrust without weighing down the aircraft. HTS materials offer high power density and high efficiency in a compact and lightweight package. They could also lighten other electrical systems, such as flight controls, communications, and power electronics.
@@EVTOL-consult An HTS motor is 5 times more powerful and an HTS generator has 5 times the output.Liquid hydrogen 3 times more energy density as compressed hydrogen and 10 times lithium ion.LH2 drones are setting record flight times and I got this.Okay?
I'm just kicking off my channel. In time I'll set up my patrone providing you with educational assets and industry strategies in starting up your own Evtol company.
There are a lot of great EVTOL companies, and I'll upload all of them as time goes on. It was pretty hard to choose, but this is my top 10. Maybe jestson 1 will be in my Top 10 list for 2024.
