The Plane That Will Change Travel Forever

čas přidán 1. 08. 2021
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Credits:
Writer/Narrator: Brian McManus
Editor: Dylan Hennessy (www.behance.net/dylanhennessy1)
Animator: Mike Ridolfi (www.moboxgraphics.com/)
Sound: Graham Haerther (haerther.net/)
Thumbnail: Simon Buckmaster twitter.com/forgottentowel

References:
References:
[1] theicct.org/sites/default/fil...
[2] spinoff.nasa.gov/Spinoff2010/...
[3] www.sciencedirect.com/science...
[4] Page 19 www.nasa.gov/sites/default/fi...
[5] www.statista.com/statistics/6....
[6] arc.aiaa.org/doi/10.2514/1.9084
[7] www.af.mil/News/Article-Displ...
[8] www.sciencedirect.com/science...
[9] Page 81 www.nasa.gov/sites/default/fi...
[10] arc.aiaa.org/doi/10.2514/1.9084
[11] Page 20 www.nasa.gov/sites/default/fi...
[12] Webinar by Mark Page a pioneer in the blended wing body design. • Blended Wing Body... & www.grc.nasa.gov/www/k-12/air...
[13] www.businessinsider.com/boein...
[14] www.sciencedirect.com/science...
[15] Page 13 arc.aiaa.org/doi/10.2514/1.9084
[16] www.boeing.com/history/produc...
[17] Page 22 arc.aiaa.org/doi/10.2514/1.9084
[18] Page 1 arc.aiaa.org/doi/10.2514/1.9084

Select imagery/video supplied by Getty Images
Thank you to AP Archive for access to their archival footage.

Music by Epidemic Sound: epidemicsound.com/creator

Thank you to my patreon supporters: Adam Flohr, Henning Basma, Hank Green, William Leu, Tristan Edwards, Ian Dundore, John & Becki Johnston. Nevin Spoljaric, Jason Clark, Thomas Barth, Johnny MacDonald, Stephen Foland, Alfred Holzheu, Abdulrahman Abdulaziz Binghaith, Brent Higgins, Dexter Appleberry, Alex Pavek, Marko Hirsch, Mikkel Johansen, Hibiyi Mori. Viktor Józsa, Ron Hochsprung

Komentáře

  • Spiral notebooks sold out, but the moleskin styles ones are still in stock!

    • How can i order notebook?

    • Is the narrator Irish? The sounds arount the r's get registered as Irish in my brain.

    • @Tt55 K Would you like to let us know how they will work?

    • This plane should be named 'The Stingray'😜

    • The future of air travel will be anti-gravitic craft

  • As a retired 737 pilot,(EVERY version except MAX) , aircraft engineer, and simulator instructor I think this is one of your best videos yet! Not only did you cover most of the good and bad issues of blended wing aircraft but you gave one of the best descriptions of the 737 MAX debacle I've yet heard.

    • I don’t want these planes I will miss the old ones

    • The name Highet is such an accurate description of your career. This happens often and leads me to believe that a persons name has an importance beyond what I have noticed in the past.

    • I've watched a 1,5 hour documentary about the 737 max problem yesterday and didn't completely understand the issue. In 2-3 minutes of this video the explanation was far more clear.

    • @Vesper Venom i heard you sold warranties?

    • @John James Baldridge tell us you've never visited socialist countries, without telling us you've never visited socialist countries

  • 9:45 Fun fact: The Wright Flier, the worlds very first airplane was designed to be unstable. Both the wing and the canard provided lift, meaning if the plane left level flight it would be pushed father out of level flight by the passive forces. This was a deliberate design choice by the Wright Brothers, but subsequent airplane designers disagreed with this design philosophy and future aircraft designs were made to be stable, as you described. For the Centennial celibration of the Wright Brothers first flight a replica Wright Flier was built. Several highly trained and experienced test pilots tried to fly it, landed and refused to try again because the plane was so difficult to control. I'm not sure if the first flight was actually reenacted, but it makes that first flight even more impressive when you think about the fact that test pilots with thousands of hours of flight time were afraid to fly this plane, and the Wright Brothers did it with no flight experience at all. Can you imagine walking out to an airport, renting a Cessna 172 (one of the easiest planes in the world to fly) and teaching yourself to fly it by climbing in and taking off? You could, in theory do this. Flying an airplane isn't much harder than driving a car. But it would be highly illegal. But this was how the first generation of pilots learned to fly. Except they were not renting airplanes carefully designed by aeronautical engineers to be easy to fly. They were flying planes they built themselves with no understanding of aeronautical engineering whatsoever. Or at best very little knowledge. Early aviation is a wild and crazy story with plenty of death.

    • @Mine Tekno To me there's no such thing as a first airplane. It's been a progressive process from Ader to Blériot, and it's just misguided to want to credit a single plane as the first one in order to better discard all the other ones.

    • @Metr0politan92 So does that mean Santos Dumont's airplane was the actual first one?

    • The wright flyer was stable, and they had been flying in similar looking gliders for years before. They were aeronautical engineers, and scientists. They built the first wind tunnel and did extensive experiments before designing and building the gliders.

    • @Metr0politan92 If Ader's aircraft actually worked he would have kept developing it into something that could fly more than short leaps. Keep in mind that the 1903 Wright Flyer didn't take off using a catapult, but a starting rail that lowered drag from the ground. Thus not putting any extra energy into the aeroplane. Also don't forget that their 1903 flights were made into a 27 MPH (43 km/h) headwind. You need to take this into account to accuratly judge their first powered flights, since distance alone would make the first flight seem like a lowered leap, like the others. Remember how I said Ader should have kept developing his aircraft, because that's what the Wrights did and by the end of 1904 they were flying complete circles and flying more than 1200 meter in a single flight. In 1905 they flew multiple times well beyond ten miles.

    • I think it bears mentioning how the brothers Wright taught themselves how to fly, because they first flew aircraft tethered to the ground, like a kite. Thus if they crashed they wouldn't have much forward motion making them more likely to survive any crash. Only after that they started flying gliders and motorised aircraft

  • I find it incredible how I can sit and absorb your videos for 25-30+ minutes without ever losing focus. Especially impressive is how I leave feeling like I have at least some grasp of the content matter, despite my lack of engineering experience. Truly well done, you might someday consider making a video about the design process and challenges of making your own videos.

  • I think the more fuel efficiency per person can be pointed at seat-size, and the number of people being crammed into planes per flight. Although there is no shortage of engineering improvements - fuel efficiency per-passenger get's floated as overall efficiency far too often, and it has been at the expense of the passenger. Flying is no longer something to look forward to. It is an arduous, pain in the butt. As little as 30 years ago this wasn't the case so much and tickets were not that much more expensive if any either.

  • Great documentary. Being an engineer myself, I just see the beauty of the innovations ... and I'm in awe of them. In a better world, we would celebrate Engineers, scientists and the teachers of these subjects more.

    • He's doing something useful. More so than Hollywood. Would be good to have an engineer as a public role model instead of most other celebrities. And with the right production work, technology can be very entertaining. For reference, leave the comment section and have look at the video above ;).

    • @Michael Kelly because your usual engineer isn't doing anything entertaining

    • @Monsieur επιχ Why shouldn't they be celebrities?

    • I still think that corporate greed, like Boeing's criminal actions will hamper innovation. This is a fantastic video. I learned a lot.

  • As the video pointed out near the end, a tube-shaped fuselage is much easier to build to withstand the stresses of pressurization cycles. A triangular planform could be built to tolerate the pressurization, but at the cost of being very stout and heavy. The cabin cross-section varies considerably, and the structures to handle that would be complex as well. That's one reason that the deltoid fuselage shapes haven't caught on yet. We don't see them in regional or intercontinental flight. Government grants enable plenty of design studies and radio-controlled models but there are no serious intentions to build any yet. Taxpayer-funding keeps flowing to the companies and universities "working on" the designs, though.

    • Another way to keep passenger pressure below 8000 feet is to fly below 8000 feet. Of course, that means that the engines have to work nicely at those altitudes as well.

  • The only CS-tvr that sells graph paper notebook merch

    • Hahaha 😆

    • Hahaha 😆

    • @AxxL anti psychotics will set you free

    • @Peter BorlandNo way, Ireland is definitely the most remote country in the world as everyone knows

    • @AxxL congrats. You spent a ton of money on sub bots. Big deal😂

  • I am retired mechanical engineer and I just wanted to say I loved your description of how you study at the end of the video. Some how I picked this up at university when some courses allowed us to bring one or two pages of notes into an exam. I soon realized that the act of generating the condensed notes meant that during the exam I had such grasp that I did not really need the notes anymore. I started to create these "cheat" notes for every course and whether or not they were allowed into the exams became irrelevant. Eventually I had a binder of these notes that I still have to this day. I could have used your notebook then!!

    • I ad exactly the same experience (minus the ability to bring notes into exams) and I still have the condensed notes 40 years later. Writing condensed notes is a great way to fix information in our memory banks.

  • Your explanation of typical forces acting on the standard design airplanes was excellent. With just some background in science the explanations along with the graphics was almost perfect for anyone to understand what happens with the typical plane and then therefore the problems that come with moving to this new design, which in fact we already have, but of course only in the realm of the military.

  • Fascinating, thank you. I've been intrigued by blended wing body aircraft ever since reading in the 1970's about the Horton brother's design work of the 1930's, but had never been able to fully understand the complexities of controlling this type of aircraft compared to the tube and wing design. Your programme illustrated this very well. Thanks. I am disappointed that you didn't give at least a 'heads+up' to the Horton's work in this field. They were the forefathers of everything that you discussed re the B2 and, I suspect, the McDonell design too. I understand that Boeing engineers visited the Smithsonian to inspect the Ho229 prototype as a result of their studies into BWB designs. I could get worked up and rant about the shameful neglect of the Ho229 by the Smithsonian, but I'll control my emotions! Thanks once again for a really enjoyable programme. Have subscribed following this discovery.

  • Maybe one of your best works. Fantastic production values. Spent the last twenty years of a forty plus year R&D career directing development groups. Your approach to instructing the subject is so well balanced, comprehensive, and understandable, I am often in awe. Kudos. And for those lamenting the slow slog to creation for concepts like these; I would invite you to dig into the process beyond Popular Mechanics articles. There are no easy answers 99% of the time.

  • What a great video! I've checked out the channel and subscribed. Well done, you've taken something quite technical and explained it in plain language without losing detail in the narrative AND managed to keep at interesting at the same time. Really good job done.

  • I’m almost speechless after realizing how much of preparation and production it took to make this great video. What fascinates me the most is that I can watch this for free. This is insane. Huge thanks to the author. You’re making the world a better place.

    • @Jip I definitely do love to support the content creator's that offer such immense value and definitely would try to help them

    • @Tahmeed Tajwar Thanks a lot for the suggestion!

    • CS-tv has some crazy good stuff available for free. If you're into space and solar system docs, I highly recommend Melodysheep. The highest quality stuff I've seen in CS-tv and probably anywhere. And it's free.

  • You explained so many concepts in this video, at a level I could understand. You should be a college professor because you are a great teacher. I learned so much.

    • Absolutely! What future technology innovation are you most excited about?

  • As an aerospace engineer with specialization in structures, all of these are true. Also I learned new things from this specially the light and weight distribution. Kudos subscribed to your channel

  • this is an amazingly well put together, well worded, well thought out video. I appreciate your devotion to excellence in these fields.

  • I am surprised you haven't covered the problem with passengers sitting further away from the main axis around which the plane turns. As far as I've heard somewhere, this is a big problem with blended wing body design, because people can get much more easily sick, having to withstand increased forces and movement. Or has this issue been resolved somehow and is not that big of a concern anymore? :)

    • @GlockMat how many combi planes have you seen in your life?

    • @Albero 🌲 Depends on what you call "barely a thing"

    • @GlockMat point is, combi are barely a thing. And the ATR thing was a joke btw

    • @Albero 🌲 IATA doesn't keep track of which configuration the planes taking to skies are using, its like trying to search IATA for the configuration of the flights of 777, either all economy, or high economy, 2 class, etc Also ATR is a gisntic manufacturer of turbo props, they build modern and respectable planes to this day, just like Embraer or Bombardier, although Embraer doesnt offer combi configuration, it isn't really suited for its main markets

    • @GlockMat 15% of Airbus or Boeing would be more interesting, but ATR? I didn’t even know they were still in business. I didn’t even know there were airline companies dedicated to combi before I looked it up today

  • I’ve been hearing plans for making air travel better for decades. One of the earliest was this this flying wing idea nearly 25 years ago. Yet nothing changes. I’ll believe it when I see it.

  • This video was extremely comprehensive and well done. Love the work put into it. A+ quality product, learned a ton.

    • @w8stral finally someone who get it

    • @GreenSteve or it could be a large % of his audience is US? And in aviation gallons as a metric of efficiency is still very common.

    • @w8stral lol okay CS-tv keyboard engineer

    • @FadeDreamer Could you delete that rick roll? It pisses everybody off

  • It would be so cool to see a future where these are all the airplanes being used. I mean that simply from an aesthetic standpoint, i absolutely love the idea that these can save that much fuel. Game charger that we desperately need. Cheers!

  • I'm pretty new to this channel, and I just found out here about your efforts to offer purpose-made items to engineering students. That is most commendable, as a marketing effort. 👌

  • When I was a child at the beach I was lucky enough to see a b2 performing test runs and I fell in love with them ever since when I first got insta I posted that I wanted one someday or that I'd fly one atleast and now I'm going for my private pilot's license and I am absolutely stoked to hear the future of aviation may be headed in this direction this makes me so excited

  • I remember reading about something like this in a science magazine like a decade ago. Neat to see that they are still being developed.

  • Thank you. Your videos are so entertaining and your scripts are so easy to follow and understand. I can’t imagine how many hours of work go into making each video of yours, and I am so grateful that you upload them here for us to watch for free.

  • As a software dev, you're gonna have a hard time getting me to set foot on a plane where a computer can overrule pilot input.

    • I develop too, but I'm torn on that point. Good code that has been simulated to test decades worth of operation, used in redundant systems negating failure, still sound much more reliable than a human. But override protocols should be available, just not available to a single pilot who is panicking or wanting to crash the plane

    • @altrag no I am saying the previous boeing airplanes use software coded probably by the same consultancy firm in India, OG comment said switching it to India fucked it up, even airbus software is Indian coded, I should know cause my uncle was the lead in coding the simulation software for our Tejas fighter jet program, it ended up being bought Airbus.

    • That's basically every commercial airplane already. As a software dev, you should be well aware that PEBKAC errors are often the hardest ones to find and fix.

    • I suggest you stop flying then, as of right now pilots have very little input, only really controling the plane for takeoff and landing

  • I have been wondering a design like this hasn’t been in production. I remembered it this morning and my mind has been racing all day. Thanks for sharing the sentiment and talking about it.

  • What I’d like to see is a flying wing design with passengers inside the wings, with windows facing more or less forwards.

  • You are really, really good at explaining complicated things in a simple way. You didn't lose me once! Thank you! I enjoy the experience of understanding complicated things quickly and easily.

    • The faster than light travel is something I’m curious about too. I curious as to whether it’s actually possible, taking into account the physiology of the human body not just the technology required to make it possible.

    • @The observer Ow yes absolutely, that would be interesting. Definitely looking forward to what the future will bring. Keep an eye out for our channel, maybe we will cover some of those topics in future videos.

    • @FUTURED Life extension, age reversal, and AGI. Also, I know this is not within our scope yet, but I really love the idea of faster than light travel. Fairly likely that will never be possible, but I'm gonna leave a window open in my mind for it. Maybe at least faster than light communication using entangled particles. Wouldn't it be nice to have a real-time connection with the community on Mars? Or real-time connection to mechanical avatars anywhere in the solar system?

    • Absolute agree! What future technology innovation are you most excited about?

  • What a cool airplane. I wish I could fly one through the Grand Canyon at high speed and low altitude. To those who are interested in such things, my 3 favorite aviation/science fiction art books are: - Icon by Frank Frazetta - Beyond the Horizon by John Harris - Great Fighter Jets of the Galaxy by Tim Gibson

  • Imagine the amount of future engineers this channel inspires…

    • @Ben Steimle Trade school is a good start but the best way to learn is an apprenticeship, learning by doing.

    • @Mwaniki Mwaniki true, but i think it's more of a spectrum where engineers do the design and development and technicians with the maintenance. Most lies in the middle, so all are needed

    • @LazyLife IFreak but how do you “begin” one of those career paths, or rather, what is the optimal path for building personal capital

    • @Kp Technicians are still invaluable for maintenance work

    • @Mwaniki Mwaniki well, you know automation and stuff which increase engineer's productivity something something something

  • As always, magnificent illustrative and technical description. You totally describe all of the science necessary...very well done, AGAIN.

  • This video is essentially my A-Level research project from 12 years ago.... its sad that we haven't progressed any further since I was looking into this in 2010. However I still think BWB's are the future.

  • Flying wings have been experimental for a very long time. The Tube and Wing configuration is used because it serves the form=function needs.

  • One thing I noticed is that the moment balance between the wing and tail is missing the moments generated by the lift distribution, which is the primary moment countered by the tail, not the center of gravity

  • I’ve got a serious question, where do you get drawings for your blueprints or how are they made to look like that with the nice white shading?

  • I'd be willing to bet that those failures being due to having a single sensor rather than redundant systems can be traced back to one or more executives earning themselves a bonus because by eliminating redundancy from the original designs they managed to save the company a miniscule amount in production and maintenance costs. This sort of shit usually comes down to the suits having no clue.

    • No Clue? More like more GREED!

    • Thats nice - and how many hundreds of innocent people died.

    • If what you say were true, airliners would crash every day of the frickin' week. THEY DON'T.

    • imagine if governments actually had a system in place where contracted engineers can anonymously snitch on their contractors unwisely and greedily making poor safety choices.

    • @Orlandofurioso95 This goes against the narrative that american airlines had all three sensors active while international airlines did not. So if it was as a result of faulty programming, how come that it only got fixed for some airlines and not for others. Unless that was never the case.

  • fun yet serious, deep yet easy, your videos make learning simply great

  • I REALLY appreciate your attention to detail. Thank you so much. I like learning

  • Question, what's the distance between the primary landing gear, given the wide body nature of the blended wing design? If the gear are wider, every large airport would have to rebuild the taxiways and move them further from the runways (Safety areas, object free areas, turn radius increases) all decrease area for aircraft parking and terminal movement. I see the challenge as designing BWB to fit onto existing airport movement surfaces.

  • This guy has a tempered style of speaking youhat imparts the information with a slight sense of urgency. This urgency combines with what I believe to be an Irish brough to maintain my interest without causing me to burn out. A vast amount of research has to go into the topics they break down for us and it is done impressively. I commend them for doing the footwork, obtaining impressive footage and graphics and producing entertaining and educatiional content. One yardstick I use to decide on the quality and useability of any medium is to review the content they publish on a topic with which I have a modest degree of familiarity. I have done two such reviews with this channel and I can highly recommend the creators of this channel and their work. Bravo!

  • This is the best teaching audio-video that I have ever watched & heard. It is dense with information and not a single word is superfluous or wasted. Taking notes in notebooks slows the student down so he/she can come at a concept from different angles until it is thoroughly understood.

  • A couple decades of unpressurized cargo versions will work all the kinks out. That, and a hybrid in-between design like the Lockheed HWB will provide a safe pathway for the development of this highly efficient design.

    • James Smith I think it'll probably be about the same as for passengers, more or less.

    • ​James Smith There are certainly some electrical devices that are pressure sensitive enough that a change in that much altitude could cause damage. Things is, especially on a cargo flight, they might not know if they are carrying something that would be affected. 2.5km MSL (about what passenger aircraft are pressurised to) isn't _too_ high, quite a few people around the world live above 3km. But at an 11km cruising altitude, that could be a different story. Also bear in mind an unpressurised hold would also be subject to much greater ambient temperature changes, as described by the ideal gas law. _That_ could be a bigger problem, you'd easily get down to -30 C and probably lower with no heating.

    • I was under the impression that the majority of cargo planes are pressurised, mainly because pressure and temperature cycling can cause damage to a lot of goods.

    • Very much agree. A limited production run of cargo variants for 10 years will iron out the bugs.

    • James Smith I wonder what the oil companies think of all of the fuel savings. That would be a huge loss for them eh?

  • I recommend in personal flight devices investing more toward backpack wings with dual propeller set ups with an alternator installed with a windmill generator in the backpack and the top propeller powered by the bottom windmill propeller. Just house the propellers in wings that fold into the backpack.

  • Stunningly well thought through and narrated.

  • Excellent video! I can see it took a lot of research and the facts seem correct! I fly a composite 4 passenger airplane with not tail, it has a canard lifting surface that gets over 100 seat MPG @ 200 mph.

  • Seems like these designs would also lend themselves to a detachable cabin with a few parachutes to control descent in case of an in-flight incident. The cabin is already shaped like a boat so seems it could float easily enough in case of a sea crash as long as the wet area of the cabin wasn't compromised.

  • One of the BEST technical channels in YT in my opinion. Congrats for the effort and the good work, as we all know it's NOT esay to do some awesome videos.

  • This was a very well-researched piece, because you caught a lot of the "why we haven't done this yet" problems, which I suspect was your goal. If I may offer a few criticisms... --"Tube and Wing" was in play from the late 1910's or earlier, and the fact you were specifically talking about jets isn't really relevant for the class of plane being discussed? The reference to fixed diameter tubes later helped specify what you were referring to, but it's still going to be confusing. --You've conflated 'horizontal stabilizer', 'tail', and 'vertical stabilizer' a lot here. The reason the flying wing design without a vertical stabilizer (and instead relying on fly-by-wire) was chosen for the B-2 was always because RCS (Radar Cross Section) was the selected trait to minimize by engineering. You can have vertical stabilization _and_ be a flying wing. Even the original Horton prototypes and some later intermediate prototypes still had passive vertical stabilization, as did the more recent civilian prototypes you've discussed. --The chart with "fuel consumption per passenger over time" I think is labelled as "per decade" when you meant "per year", given that it went from 100 to 50, in 50 years, and the numbers cited were between 1-5%. --Flying wings are weird, but you made no mention of the stability gained by allowing for dihedral wings (as observed in literally every civilian and non-military or fly-by-wire prototype shown), as opposed to the semi-anhedral (because the B-2 is both weird and classified) of the B-2 (which, as it's the only full-scale production flying wing is really the only production reference). No mention either while talking drag of the unusual trans-sonic effects in addition to lifting stress of tube and wing designs fighting the Sears-Haack or Whitcomb-area. Of especial note is how the flying wing/lifting wing must not have a tail to follow these, but can still have vertical stabilizers. --I'm not sure how much research has gone into this(cargo), but a lot of the 'pressure hull' problems actually disappear for cargo applications as they don't require life support, and given the lifting body characteristics I think it would be worth mentioning that designing a flying wing that could contain 2-3 shipping containers that, while remaining sealed or venting the container without surface breach could carry those containers (potentially full of vaccine or medical supplies) halfway around the world, given the known characteristics of the B-2 alone? --Mention the engine mounting problems of a flying wing vs. the weight distribution? Thrust alignment on these things is hard (Read: takeoff vs. cruise problem), and needs to be strongly considered as the 3rd element to center of mass/center of lift, but you only passingly touched on it in wing+tube alone? Just some thoughts based on aviation engineering subtleties I've run into, trying to align this more with some of your previous videos (since I know you've discussed anhedral/dihedral before), and reference for some deeper insights for others to discover. I love that you're taking a serious look at the topic, and bringing what was once a fringe aviation thing out into the limelight for other engineering enthusiasts to feast on!

    • @Matsab I agree 100%, which is why I answered that anhedral/dihedral aren't the biggest concern. The biggest concern in an airplane without a horizontal tail is longitudinal stability. Anhedral / dihedral does not affect longitudinal stability; it only affects lateral stability and the two are (amazingly) uncoupled.

    • @G W I mean realistically lateral stability isn’t part of the discussion because it’s not where the challenges are. By far the main concern with removing the tail is the loss of longitudinal stability.

    • @beatmoralimprove "--Flying wings are weird, but you made no mention of the stability gained by allowing for dihedral wings (as observed in literally every civilian and non-military or fly-by-wire prototype shown), as opposed to the semi-anhedral (because the B-2 is both weird and classified) of the B-2 (which, as it's the only full-scale production flying wing is really the only production reference)." anhedral and dihedral affect lateral stability whereas the video discussed only longitudinal stability.

    • @mor128 sweep and a change in wing profile. In essence, through manipulating the wing surfaces fore and aft of the c.g. you’re able to get the desired longitudinal stability.

    • @w8stral I didn't just check Wikipedia...

  • An excellent video. Is there a RC model of the x48? why not make the windows round? Does anyone know how sensitive the 229 horton was to keeping "trim"?

  • Really Great video! The one model with the long sparrow tail seems to be a good compromise. Imagine a couple of helicopter blades with tips that can deflect up or down, attached to the rear of the flying body. As for pressurization deforming; carbon fiber harp strings attaching ceiling to floor; with reinforcing spars might work. Remote control cameras would turn those window simulators one step better than an actual window. You could connect your window to any of several cameras 400 passengers with 1200 cameras!

  • I would really love to see a video of yours with Mentour Pilot. Both of you guys have excellent explanations, for the newbies outthere.. im loving this video. Thank you

  • Your animations are awesome....how many people do you have on staff? I'm an engineer and I want to work for you!

  • Great videos but I would like to point out that the first successful jet airliner was the DeHavilland Comet in 1949 which, despite some early losses due to learning about pressurisation stresses, went on to see service into the 1970's and continued with the RAF as Nimrod long after that.

    • Thank you for making the point, I flew back from Malta on a Dan-air Comet 4 to the UK in 1979, at the time I was training as aircrew on Nimrods and flew on them for the next 10 years. I joined Dan-air as cabin crew for 7 months until they folded. Great times... and all on the Comet!

  • I took flight mechanics last semester and you just condensed the major topics into a well done 30 minute video. Keep up the amazing work

  • A VERY intelligent post by the author! It helped me to understand about the enormous difficulty in aircraft design! Thanks to u-tube for presenting this information! I have loved aircraft since I was a child👍👍👍👍

  • It is very interesting to get an inside look at the engineering involved for the flying world it’s reminders of the building of bridges dams and other extraordinary feats of engineering

  • Wouldn't the blended wing design make gusty takeoffs and landings more difficult and dangerous? I've seen A380s come in almost sideways before touchdown. What would happen to a blended wing in severe wind gusts, or downward microbursts?

  • I am loving this channel. Well done Brian, excellent work!

  • Regarding the pitch-stabilisation function of a conventional tail: wouldn't a neutral-lift tail perform the same function if the CG and the CL were on the same axis? As in: a neutral-lift tail would still passively correct for perturbations. I feel like I'm missing something here. Cheers.

  • I found the explanation of passive stability control in standard airframes to be especially clear.

    • It explained why my KSP designs failed so much...

  • To: Real Engineering This piece on the future of the blended wing was so impressive. Your little commercial at the end, talking about your process of understanding new material, is what caused me to subscribe. I almost NEVER subscribe to anything. You rock, keep up the good work!

  • Awesome presentation. So many factors I would never have thought of.

  • I'm hoping all of the airlines in the world implement this design engineering.

  • Astonishing work put in this video, keep it coming.

  • Nice! Interesting idea! It's probably closer than we think! But how close do you think it is? 5-10 years? Maybe 15? Cheers!

  • I remember years back when this design was just a joke online, and there were plenty of edits with different airline liveries. Didnt expect the world to steer towards this in our timeline

    • The nazis had it flying in 1944. Was jet powered too. Look up Ho 229.

    • @Moose Pass Hippie It makes (more) sense as a cargo aircraft. For starters it won't need new gate designs for loading, it should still be loaded the classic way of big ass ramp at front/back. I imagine the load balancing would be a LOT more complex though. Imagine a load shift in this thing?

    • @GlockMat I agree with you. MD-11 is a good work horse. One of the down falls of the design is engine#2. Having a 400+ BW passenger aircraft would be a large aircraft. Mounting engines on top would be a mechanics nightmare. I also have a concern over passenger comfort the farther away from center axis. This project looks good on paper but, I doubt it will not go further in civil aviation. Don’t get me wrong, I like the looks.

    • @Rúna Kovács i was saying the design was anticipated by sci-fi games/movies. Not that it looks a sci-fi thing

    • @Rúna Kovács Are you really trying to compare the B2, a plane not havier than a 737 with a A380, because 450 passengers dude. And have you seen how wide the B2 is. A 450 passenger plane weighting in at least 40 tons is gonna be wider than your mom, jokes aside, this thing is gonna be wide AS FUCK

  • Years of cycling experience would have me believe that carbon reinforced composites are not relatively immune to fatigue compared to aluminum.

    • We are also talking about different kinds of pressure here I think. Unless you bike is experiencing pressure cycles

    • True, but aerospace carbon fiber is not the same kind that's used in cars or bikes. It trades in some strength for increase fatigue resistance, which considering how high the strength of carbon fiber is, would be worthwhile.

  • Would it be possible to have some sort of back up passive stability control? So low drag and unstable in the good times. With higher drag when something goes wrong.

  • I suppose you can also utilize some form of thrust vectoring to replace a rudder.

  • I LOVE your way of linking sources. Everyone should follow. Compliements

  • I read somewhere that a disadvantage of blended wing airline is that passengers at the extremities would face severe motion sickness as they are near the wingtips and thus tilt a lot when the flight rolls or turns

    • Most of the turns an airliner does are in the first and last 5 minutes of flight; most of airsickness is caused by the bumping that happens in turbulence, which would be about identical for a BWB and a conventional airliner.

  • Absolutely fascinating video. I learned so much and feel much more informed on this subject. Thank you so much for this upload.

  • Thank you for this excellent and concise description of the 737 Max MCAS disaster.

  • I am pleased that you eventually mentioned the de Havilland Comet jet airliner. It predates the Boeing. Whist the Comet was a step forward in aircraft design it did suffer stress cracking problems that the whole aircraft industry learned from. De Havilland's research into the cause of the failures helped pave the way for high altitude commercial air travel. The Comet had engines built into the wing and not hung underneath and this must have reduced drag. Reducing drag is a theme in the new designs explored in this video. Once the aircraft industry adapted new fuselage designs and production methods to avoid stress cracking in thin skinned pressurised bodies the modern jet airliner era flourished. The Comet remained in production from 1949 to 1964.

  • Very informative video. I think you are missing an analysis of the issues in landing a rudderless delta shaped plane in cross winds though. I suspect it can be partially solved with all wheel steering but for highly variable cross winds I suspect the tube and wing with rudder style is better at landing. If you could restrict the blended wing aircraft to airports where this is not an issue then great. I think they will need all wheel steer and wingtip spoilers at a minimum to compete in this area though.

  • How are you so informative? Really enjoy your videos

  • That notebook is gorgeous. If you'd released it two years ago I would have bought the hell out of it and it might have made my dissertation's research phase a lot more productive. Even now that I'm not really doing anything close to engineering it might still be the very first piece of CS-tvr merch I buy.

  • This presentation is of very high calibre. Thank you.

  • Good video, but you focus a lot on the balance of the center and gravity and center of lift creating a rotational moment, but you also need to consider that the centre of thrust if offset and creates a counter moment too. The stability from the tail of the aircraft is a lot more passive than you make out. Blended wing design are more about creating more active lift surface allowing less work to be performed per surface area typically making the lift more efficient.

  • Great video, so clearly explained. Top notch, thank you.

  • excellent explanation + perspective on passive vs active systems, redundancy, criminality of boeing 737 max cost-cutting, etc

  • I've thrown about 10-12 car sensors in the last year. Relying on a single sensor is crazy

  • No doubt that the industry will move this direction. However, having zero (or minimal) window seats, would really bug me.

    • 100%! What future technology innovation are you most excited about?

    • How about sitting 30 to 40 feet away from the nearest emergency exit (in the center)?

    • @Marrqi7 wini Cameras and screens can in some cases be better, because I do not like closing the window shade, just because other people are bothered by the light.

    • That's why I think this will get picked up by budget carriers first. There's a huge number of people who will put up with a lot to get a cheap flight, and honestly I see that as a positive freedom

    • Passenger "need" for a porthole is likely a big reason why this type of airliner - which would have much better gliding capabilities than flying cigar tubes - was not a reality decades ago. But now with advancements in composites, engine power/weight and fuel efficiency, and screens on every seat back, it is closer to becoming reality.

  • Such a wonderful channel! Thanks for all this valuable content!

  • Enjoyed your video. Brings me back to my days of mechanical engineering classes.

  • Keep up the great work. Love your videos!

  • I won't hold my breath. We've been seeing concepts just like this as "the future of aviation" for literally my entire life. I remember seeing articles with designs similar to this and headlines like "Is this the Boeing 777?" Then it was "Is this the Boeing 787?" Etc.

  • The flying wing design has a problem with YAW. This originally caused the Northrop XB-49 to crash, reaction time is S-L-O-W. The B2 Spirit gets around this by fly by wire design by not getting itself into an uncontrolled yaw condition. Also the control surfaces are quite different notably the split flaps. These problems will be rectified because a flying wing and lifting body is a heck of alot more efficient in fuel and in passenger space too! I see the clean airliner running on hydrogen which has the highest specific impulse, not battery electric, it's just to damn heavy! So the lifting body design has a lot of advantages in this area with the only design problem be in controlling the aircraft. I know they will solve this however.

  • I'm glad you covered the cabin pressure factor. This was a concern of mine when we were working on our supersonic commercial flight capstone project as we started deviating from the cylindrical fuselage configuration. One important limitation not covered here is the height vs width of the airframe. If the internal cabin is to be high enough for passengers to walk around, the wingspan must be much larger than that of conventional regional airliners that carry 100 or so passengers. At that point, you might as well add more rows of seats. Its likely we will never see a regional airliner or charter plane of this design for this reason, mainly just international flights where you can sell the extra several hundred seats. If the industry is forced in that direction, they will have to compensate by scheduling less frequent flights to fill the seats.

    • Quite a few nations though are trying to get rid of regional airlines and replace them with high speed trains. If the passanger flying wing will happen I think it will be in China. China is building high speed rail like crazy but has a lot of vast remote areas that it tries to connect. So making an airport made for flying wings with of course the ability for conventional as well is something I can see them doing. Not to mention China loves shiny new technology.

    • It doesn't have Windows.

    • You could argue, that would push for more public transportation like Trains, Metros Subways, Mono-rails etc. Which overall could be better

    • This is actually perfect for a low carbon transition. Lower emission, less frequent flights for long hauls and wide water crossings. Then, fast trains for short and mid-range distances. Electrifying everywhere where frequency and efficiency merits it. If only train investment wasn’t arbitrarily a tiny fraction of all other transport modes

    • Maybe this is a perfect design for freight? Imagine we can hv much cheaper intercontinental air cargo

  • Very interesting and informative. And easy to follow. Thank you.

  • 3:57 Actually the 320 was only 7 ft longer than the 120. The DC-8 is a much better example of stretching. The 707’s shorter main landing gear limited its stretch.

  • Center of lift doesn't always have the same place as center of gravity, although it probably does influence it, probably not as much as you think. Drag can become lift if it's oriented correctly

  • many windows can exist just using polycarbonate. there is no need for tiny windows anymore. if you have sleeping bays instead of seats, the honeycomb structure takes car of the stress concentration. you can also use more fuselage used for carrying personnel.

  • Ive seen these planes on magazine covers since the nineties. I believe it when they actually fly over my head.

  • Among the best, most cogent presentations I've seen in a while. Thank you!

  • So when will the blended wing, laminar flow, electric fluidic propulsion be combined? Would it be possible that the grid of holes sucking in air could alone provide thrust, downwards &/or forward.

  • Didn't flying the 727 on the tail engine when at altitude was attained solve a lot of the downforce on the tail problem?

  • I was watching another video that discussed a method that industry could useto make aluminium transperent like glass. I guess its been around for ahwile its just expensive and difficult, since there aren't a wide array of uses. so this also means the amount produced is very limited, such as military a laser guided missle nosecone. But transperent aluminium windows on one of these planes would be great.....oh well

  • Would there be a way to help prevent bird strikes with this design?