Maybe design the wing like the vains of horizontal blinds with servo actuated louvering action; almost completely closed when level flight and open for high angle of attack.
Make the lead foil thicker and the following foils thinner. Have the foils engage the servos as a stall increases more. Also increase the wing span. like a bird.
Use Formula 1(ish) strategy: get the wing slats to flex closed as the speed/lift increases, and then flex open again under low airspeed conditions. No servos needed. You'd just have to mount the slats via the trailing edge so they could flex/rotate closed as the pressure differential tugs on them.
My dad designed three 1/2A control line planes in the last 1950 that he call venetian blind planes. The planes had seven small wings. The aircraft would not stall. I still have one of them that is falling apart. I plan on using it for a pattern and build a couple.
The wallowing is actually from excess stability from the strong dihedral. It is doing a series of alternating direction minor slips with the into slip wing making a lot more lift and over correcting with a strong roll out of the slip. You could try putting a simple root fillet on the front of the vertical stabiliser like in the P-51D or the high bypass fan 737s or the B-17E onwards. More vertical stabiliser area would reduce the slip a bit. Less dihedral will really help. You need a significant gap at the leading edge slat, at the small model scale the Reynolds Number effect makes the air sticky and it will block flow through a small slot (slots and slats are really the same thing). The slots should have some taper which your slat has, the air passing through must be coming out faster than it went in but then the air is sticky because of the Reynolds number. A solid drooped leading edge is an alternative. The high speed loss of pitch authority is from the high wing camber. Your wing is like a 747 in landing configuration with triple slotted flaps and big camber. The unstalled strong camber is what the slots are for!
If you want to see the same idea on a real plane check out Mike Patey's project Scrappy. He uses slatted leading edges on it, even shows some of the fluid simulations he ran on the design.
Congratulations! There is a technique for biplanes with staggered wings and top wing forward of the bottom one, to avoid slow starting stall. The top most forward wing is given 1 -2 degrees more angle of incidence than the lower one. The top wing will stall first (it has a higher angle of attack) and will stop generating lift, but the lower wing is still flying. Because the CG is quite ahead of the bottom wing, the plane then pitches nose down, gain speed and the top wing goes out of stall. This will not prevent a stall from a brutal maneuver, but woks very well for a those just a "little too slow" final approach!
Just came across these videos, really cool. This version's low speed performance reminds me of a bird landing for some reason. Would love to see more experimental stuff.
I have a photo of a falcon pulling its wings up, and they're almost transparent. On the up-stroke it's amazing how much air they can let through their wings
I had a Helio Courier H-295 for over 20 years. It had Handley Page retractable Slats and slotted Fowler Flaps. To augment roll control, there were intercepters on the wing out near the Ailerons. They were essentially spoilers that operated on the side of the up Aileron. This gave roll control in very high angle of attack attitudes. Roll control was maintained throughout the break in a near stalled condition. The Interceptors could counteract full opposite Rudder.
It looked like some of the individual wings were twisting slightly when generating lift. This probably was reducing their effectiveness, and potentially also contributed to the rocking (if they're were twisting back and forth they would act like ailerons). On the next version I might recommend adding a rib halfway down the wings to keep it more rigid. Also sometime you should try incorporating telescopic wing technology to improve the high speed performance while keeping the same slow speed performance. Look up the NIAI RK-1 prototype. On the RK 1, a telescoping cover would extend over the wings which increased their thickness and area for better slow speed performance. For your plane you could do the opposite and make a telescoping cover to reduce the drag for high speed flight, and retract it to expose the unstallable wing when doing low speed flight
very very very cool!!! goal should be a slow down and hover into slight wind. or a stop and drop with a larger suspension. like how a dirt bike suspension would be like. a slow hover then just drop onto your target from 3 foot high
@@baileyharrisRC awesome! My parents live in Prineville, and are both pilots, and are members of the EAA chapter there… look at some comments on your older videos… ;)
I spoke too soon, halfway through the video. Towards the end i could see how much more efficient the new wing is at low speed stalls. But i don't know if that's because of the motor being so powerful, that the plane is just hanging on the motor power in a stall, or if the efficiency of the new wing design is holding the plane in the stall. The other thing that adds question marks is when you change more than one variable in an experiment. As in, if you are going change two variables, new fuselage and new wing, then I will want to see the first fuselage with both wings, and then the second fuselage with both wings. That eliminates all those doubts for the viewer.
Ahh man, I faced such a dilemma when I wanted to like this part 2 - your likes were on 707 I was really torn as to whether to add one and ruin it but I had to. PREFLIGHT MAN PREFLIGHT! So mentioned in part 1 that we did a study on this type of wing but not applied as you have it, I definitely think you're on to something, I would play with the airfoil section of the overall wing to get less drag and thus less induced yaw and introduce even a simple aileron/spoiler system to control the roll - I think the wing dip you are getting is not a result of the stall but rather just more of the oscillations you are getting even in level flight - I think a thinner profile and roll control will come pretty close to perfecting this - KEEP GOING!
Just curious: That plane was an extreme lightweight plane. How would these wings do on a more solid plane, where you need more speed to keep it in the air? The engine should not be able to "hang" the whole plan on the propeller. Very inspiring and educational. Thanks!
I wonder how much more wing surface you get with that arrangement? Now, the real question is: did you notice some increased induced linear drag when flying fast, or some reduction in battery life indicating this configuration would be power-hungry? I'm curious to know why this configuration is not used in the industry, when they are limited in wingspan by parking fees... Also, you have a somewhat strong dihedral, would it change something with flat or some anhedral (besides, probably, more instability)?
@@raymondo162 I know, but that's for standard wings and smaller planes. Antonov doesn't seem to care, and the largest plane in the world definitely has anhedral as instability actually improves maneuverability (in some extreme cases). Also, these "unstallable"wings are nothing standard, so I was just asking if, with such wings, an anhedral would still bring that usual instability. With such a toy, there so many things to explore!
With the aircraft flying at a high AOA, your design clearly outperforms a standard wing. At low AOA, however, I’m guessing that your design provides only around 50 to 70% of the lift that a standard wing would. This is because the AOA of some of the winglets is misaligned with the AOA of the aircraft. To solve the low AOA lift problem, I would make the AOA of all of the winglets equivalent. To prevent high AOA stalling, I would make the AOA of all winglets variable and controlled.
In a thoroughly designed airfoil of this type, the combined shape of the airfoil acts as a single, contiguous airfoil at normal angles of attack. As the overall angle of attack increases, the airfoils closer to the rear stall, but the remaining airfoils still effectively form a contiguous (but narrower) airfoil. It only completely stalls when the front-most airfoil reaches an angle of attack and airspeed combination at which it stalls.
Can you do real wind tunnel test on that wing so we can see what is the AOA before stall? Your actual airplane model test won't do because it is not under controlled condition. You do not have constant airspeed control, and we have no way of measuring the actual AOA.
If you double the rudder size, the handling will really improve, I fly a Dragonfly slow speed ultralight and rudder size makes all the difference. If you do add ailerons, add them Below the wing, so they fly in the clean compressed flow.
How about trying tiny electric motors on the wing tips, with props that either fold away or stop internally to the wing, to be used for extreme flat turns?
I wonder if the instability is simply due to lack of ailerons. Keep iterating this design and maybe someday you'll be manufacturing training aircraft at your own facility ...
Totally impressed by this man I have several suggestions for you! I would like to see a second wind underneath the louvred wing, this might improve performance at higher speeds and stabilise airflow.And can you put the wing on a helicopter, I suggest the s67 blackhawk it already has wing. I think that if you cut the power it will glide ground, but you may need to use someone else suggestion and put wingtip pusher propeller motors to prevent flatspin then I would also like to see how chinook would fly with this wing and whether it would maintain flight and glide during an emergency landing
Here is an idea... I noticed on your first video how the plane stalls going sideways. It just falls. It looks strange that the plane appears that it can't stall until it sits sideways. What if.. ..you had a vertical wing (maybe just on top). Could be fixed, yet probably needs to move in conjunction with any rolling action for better performance, yet a fixed vertical wing might save it from a stall ..and maybe a slower rolling airplane is not a problem given the zippy nature of these mini flyers. I looked up x-wing planes and didn't find anything designed to be anti-stalling going sideways. ..maybe you could have an x-wing configuration, perhaps a wider angle on bottom and lesser angles on top. Ooo. Side wind can be a problem. Maybe vertical symmetry is necessary. ..or two short down, and one longer up. ..or.. an H-wing!! ??? Would love to see any of this.
Dude! What if you made WINGerons instead of FLAPerons ? Like LITERALLY each wing slat pitched via servo. Imagine the low speed control! Shout out to our group if you do it would be epic. +SUB +TU either way!
The wing to be unstallable needs to pivot in relation to the relative wind. make the wing pivot at the CG. Your wing does stall at extremely high angle of attack. Good video
Hi Bailey! The multi slats seem to be an interesting device to use with VTOL Performance.. You know those wings that have 5 or 6 motors on each wing to increase lift at low speeds?
Believe it or not the it was actually slightly tail heavy. I think for the part three Ill mess with CG a little bit, and see how that effects the stalls.
@@johnhazel5385 not necessarily. Pitch as a response to throttle input can also point to a misaligned engine/motor (thrust axis). CG is usually checked statically as a percentage of MAC (depending on airfoil) and dynamically by trimming and observing pitch variation in relation to speed (dive input) without varying power (throttle).
@@johnhazel5385 - You don't want added Power to push the Nose Down! You want it to cause a Pitch up, to "Absorb" the Power! The question is, "Is it pitching up too much, not allowing it to keep flying?" (Like having too much Nose up Elevator "Trim" dialed in, in a Cessna, Piper, or even a 747!)
that is the question. these mega lift wings have a lot induced drag and there cost a lot of energy mantain a decent cruise speeds. no one is free in aerodynamics. the CL coeficient goes directly relationated with induced drag. more lift = more drag. you get minimum speed landings but you have a very poor wing cruise eficiency and very hight amp draw from your batteries
@@pivaracing With rotational instability one has to look at the moment of torque. For example turbulence near the wing tips will more profoundly affect horizontal spin and require a larger rudder to compensate, which is already a problem when the craft is moving so slowly. For roll instability the aircraft is at the mercy of the air mass. Turbulence in the air column can have chaotic effects. Lift is a square of the face velocity of wind, So let’s take an example of a wind speed distribution in an air column at a certain altitude. For example 5 +/- 2 So let’s say the craft is flying into the column at IAS 10 kt. The craft is experiencing the proportional change of lift of 64 to 144 or -.36 to +.44 68% of the time. If you lower the airspeed to 5 then the variation 9 to 49 or -.64 to +.96 68% of the time. Then we have to look at the fineness of the turbulence and the size of the wing. If you had an adaptive wing that could react to higher wind speed and reduce drag on a side unevenly, you could potentially correct at least the effect on on side.
Way too much dyhedral. It's causing the airflow to go from the fuselage area of the wing to out towards the wing tips. What is that, about 7 degreesdyhedral on each wing? I think a very shallow dyhdral would be more stable and have way more lift. Also with 5 sub wings, you might be creating too much drag. 4 sub wings seemed to work better. And I thought that first fuselage worked better. I liked the lift and stability of the setup on the first vid.
Maybe design the wing like the vains of horizontal blinds with servo actuated louvering action; almost completely closed when level flight and open for high angle of attack.
Make the lead foil thicker and the following foils thinner. Have the foils engage the servos as a stall increases more. Also increase the wing span. like a bird.
@@StMyles worth a try too!
I was thinking of this idea
Use Formula 1(ish) strategy: get the wing slats to flex closed as the speed/lift increases, and then flex open again under low airspeed conditions. No servos needed. You'd just have to mount the slats via the trailing edge so they could flex/rotate closed as the pressure differential tugs on them.
so basically like a complex flap?
My dad designed three 1/2A control line planes in the last 1950 that he call venetian blind planes. The planes had seven small wings. The aircraft would not stall. I still have one of them that is falling apart. I plan on using it for a pattern and build a couple.
The wallowing is actually from excess stability from the strong dihedral. It is doing a series of alternating direction minor slips with the into slip wing making a lot more lift and over correcting with a strong roll out of the slip.
You could try putting a simple root fillet on the front of the vertical stabiliser like in the P-51D or the high bypass fan 737s or the B-17E onwards. More vertical stabiliser area would reduce the slip a bit. Less dihedral will really help.
You need a significant gap at the leading edge slat, at the small model scale the Reynolds Number effect makes the air sticky and it will block flow through a small slot (slots and slats are really the same thing). The slots should have some taper which your slat has, the air passing through must be coming out faster than it went in but then the air is sticky because of the Reynolds number. A solid drooped leading edge is an alternative.
The high speed loss of pitch authority is from the high wing camber. Your wing is like a 747 in landing configuration with triple slotted flaps and big camber. The unstalled strong camber is what the slots are for!
If you want to see the same idea on a real plane check out Mike Patey's project Scrappy. He uses slatted leading edges on it, even shows some of the fluid simulations he ran on the design.
Scappy is a BEAST!
Congratulations!
There is a technique for biplanes with staggered wings and top wing forward of the bottom one, to avoid slow starting stall. The top most forward wing is given 1 -2 degrees more angle of incidence than the lower one. The top wing will stall first (it has a higher angle of attack) and will stop generating lift, but the lower wing is still flying. Because the CG is quite ahead of the bottom wing, the plane then pitches nose down, gain speed and the top wing goes out of stall. This will not prevent a stall from a brutal maneuver, but woks very well for a those just a "little too slow" final approach!
Just came across these videos, really cool. This version's low speed performance reminds me of a bird landing for some reason. Would love to see more experimental stuff.
Yes, birds have special feathers for the same purpose
I have a photo of a falcon pulling its wings up, and they're almost transparent. On the up-stroke it's amazing how much air they can let through their wings
You are brilliant. Got to almost be stationary in mid flight like a helicopter. Amazing wonderful.
You should do another iteration of this concept with progressively slimmer wing segments. (And ailerons to help your control issues.)
I wonder if wing spoilers would be better for this design than ailerons? Not really basing that off of much knowledge, but I have a hunch.
I'd love to see a drag comparison between the standard and un-stallable wings.
I had a Helio Courier H-295 for over 20 years. It had Handley Page retractable Slats and slotted Fowler Flaps. To augment roll control, there were intercepters on the wing out near the Ailerons. They were essentially spoilers that operated on the side of the up Aileron. This gave roll control in very high angle of attack attitudes. Roll control was maintained throughout the break in a near stalled condition. The Interceptors could counteract full opposite Rudder.
I worked on several Helios at Aero Pacific in Oceanside California back in the 80s
Would be interesting to see CFD or wind tunnel data on the Lift and Drag coefficient curves of these vs more conventional wings.
Nice flying.. I have had thoughts on this type of designs.... Very good bud! very good! Great job!
Very interesting! All the best, Rob in Switzerland.
What would happen if the slats curved inward at the end so if the wing dips it generates lift right away
It looked like some of the individual wings were twisting slightly when generating lift. This probably was reducing their effectiveness, and potentially also contributed to the rocking (if they're were twisting back and forth they would act like ailerons). On the next version I might recommend adding a rib halfway down the wings to keep it more rigid. Also sometime you should try incorporating telescopic wing technology to improve the high speed performance while keeping the same slow speed performance. Look up the NIAI RK-1 prototype. On the RK 1, a telescoping cover would extend over the wings which increased their thickness and area for better slow speed performance. For your plane you could do the opposite and make a telescoping cover to reduce the drag for high speed flight, and retract it to expose the unstallable wing when doing low speed flight
very very very cool!!! goal should be a slow down and hover into slight wind. or a stop and drop with a larger suspension. like how a dirt bike suspension would be like. a slow hover then just drop onto your target from 3 foot high
November 2021… just found this series… awesome testing!
Is that Central OR?
Yes it!
@@baileyharrisRC awesome! My parents live in Prineville, and are both pilots, and are members of the EAA chapter there… look at some comments on your older videos… ;)
@@baileyharrisRC the one with the drone footage around Steins Pillar🙃
it in would be like an eagle with a bowl legged stance just dropping straight down and stick the landing . very cool !!
What happens with engine's on the wings?
That was super cool Bailey. Can't wait for you to drive the Rustler on drift wheels.
I spoke too soon, halfway through the video. Towards the end i could see how much more efficient the new wing is at low speed stalls. But i don't know if that's because of the motor being so powerful, that the plane is just hanging on the motor power in a stall, or if the efficiency of the new wing design is holding the plane in the stall. The other thing that adds question marks is when you change more than one variable in an experiment. As in, if you are going change two variables, new fuselage and new wing, then I will want to see the first fuselage with both wings, and then the second fuselage with both wings. That eliminates all those doubts for the viewer.
Ahh man, I faced such a dilemma when I wanted to like this part 2 - your likes were on 707 I was really torn as to whether to add one and ruin it but I had to. PREFLIGHT MAN PREFLIGHT! So mentioned in part 1 that we did a study on this type of wing but not applied as you have it, I definitely think you're on to something, I would play with the airfoil section of the overall wing to get less drag and thus less induced yaw and introduce even a simple aileron/spoiler system to control the roll - I think the wing dip you are getting is not a result of the stall but rather just more of the oscillations you are getting even in level flight - I think a thinner profile and roll control will come pretty close to perfecting this - KEEP GOING!
Just curious: That plane was an extreme lightweight plane. How would these wings do on a more solid plane, where you need more speed to keep it in the air? The engine should not be able to "hang" the whole plan on the propeller. Very inspiring and educational. Thanks!
can we put this wing on a Zenith?
Hey you added the dihedral already, nice one
Would love to see a canard design trying this.
Cg is a little bit back, did you check th cg after swapping wings ? It just looks a tad tail heavy
I had trouble getting past that walk @0:40…
I wonder how much more wing surface you get with that arrangement? Now, the real question is: did you notice some increased induced linear drag when flying fast, or some reduction in battery life indicating this configuration would be power-hungry? I'm curious to know why this configuration is not used in the industry, when they are limited in wingspan by parking fees...
Also, you have a somewhat strong dihedral, would it change something with flat or some anhedral (besides, probably, more instability)?
anhedral = instability
@@raymondo162 I know, but that's for standard wings and smaller planes. Antonov doesn't seem to care, and the largest plane in the world definitely has anhedral as instability actually improves maneuverability (in some extreme cases). Also, these "unstallable"wings are nothing standard, so I was just asking if, with such wings, an anhedral would still bring that usual instability. With such a toy, there so many things to explore!
.
With the aircraft flying at a high AOA, your design clearly outperforms a standard wing.
At low AOA, however, I’m guessing that your design provides only around 50 to 70% of the lift that a standard wing would. This is because the AOA of some of the winglets is misaligned with the AOA of the aircraft.
To solve the low AOA lift problem, I would make the AOA of all of the winglets equivalent.
To prevent high AOA stalling, I would make the AOA of all winglets variable and controlled.
In a thoroughly designed airfoil of this type, the combined shape of the airfoil acts as a single, contiguous airfoil at normal angles of attack. As the overall angle of attack increases, the airfoils closer to the rear stall, but the remaining airfoils still effectively form a contiguous (but narrower) airfoil.
It only completely stalls when the front-most airfoil reaches an angle of attack and airspeed combination at which it stalls.
Can you do real wind tunnel test on that wing so we can see what is the AOA before stall? Your actual airplane model test won't do because it is not under controlled condition. You do not have constant airspeed control, and we have no way of measuring the actual AOA.
If you double the rudder size, the handling will really improve, I fly a Dragonfly slow speed ultralight and rudder size makes all the difference. If you do add ailerons, add them Below the wing, so they fly in the clean compressed flow.
How about trying tiny electric motors on the wing tips, with props that either fold away or stop internally to the wing, to be used for extreme flat turns?
I wonder if the instability is simply due to lack of ailerons. Keep iterating this design and maybe someday you'll be manufacturing training aircraft at your own facility ...
Just wondering if this is executable on a human sized plane
Totally impressed by this man I have several suggestions for you! I would like to see a second wind underneath the louvred wing, this might improve performance at higher speeds and stabilise airflow.And can you put the wing on a helicopter, I suggest the s67 blackhawk it already has wing. I think that if you cut the power it will glide ground, but you may need to use someone else suggestion and put wingtip pusher propeller motors to prevent flatspin then I would also like to see how chinook would fly with this wing and whether it would maintain flight and glide during an emergency landing
Interesting wonder if there is any record of a similar wing? What are fast flight characteristics?
The RUclips algorithm has blessed us with these videos haha
build a great suspension . with balloon tires where the air can escape through a valve out of the rim upon landing!
The dihedral will make it more stable need a air fence at wing tips
Here is an idea... I noticed on your first video how the plane stalls going sideways. It just falls.
It looks strange that the plane appears that it can't stall until it sits sideways.
What if.. ..you had a vertical wing (maybe just on top).
Could be fixed, yet probably needs to move in conjunction with any rolling action for better performance, yet a fixed vertical wing might save it from a stall
..and maybe a slower rolling airplane is not a problem given the zippy nature of these mini flyers.
I looked up x-wing planes and didn't find anything designed to be anti-stalling going sideways.
..maybe you could have an x-wing configuration, perhaps a wider angle on bottom and lesser angles on top.
Ooo. Side wind can be a problem. Maybe vertical symmetry is necessary. ..or two short down, and one longer up. ..or.. an H-wing!! ???
Would love to see any of this.
Good job with your experiment. Did the CG change as you switched wings?
no it didn't actually. I need to make sure to show that on camera...ha ha
You have just re-invented the slotted flap that was invented by handley-Page in the 1920s.
I am curios how that would apply to a flying wing.
700th sub! This is super cool, well done my dude!
maybe less V shape would help the rocking, but all in all I think it worked out pretty good...
Dude! What if you made WINGerons instead of FLAPerons ? Like LITERALLY each wing slat pitched via servo. Imagine the low speed control! Shout out to our group if you do it would be epic. +SUB +TU either way!
Yes! I have been thinking about doing that since I started this design. Great idea! I hope that I can do that in the future in a later vid!
Dig this. Keep em coming.
Wondering how the wing would perform if mounted on the bottom of the aircraft ....
Hopefully I’ll give that a shot in the near future!
Makes the wing act like a parachute.
The wing to be unstallable needs to pivot in relation to the relative wind. make the wing pivot at the CG. Your wing does stall at extremely high angle of attack. Good video
I remember seeing a design like that about 30 years ago. I can't remember the name of the design. Never seemed to catch on.
Pt 3? Lol looks awesome
Man.
It’s coming! Life is busy… ha ha
Hi Bailey! The multi slats seem to be an interesting device to use with VTOL Performance..
You know those wings that have 5 or 6 motors on each wing to increase lift at low speeds?
Always check your servo travel before you fly
You could be the future, carry on
Another one, try 2 aircraft flying off the one input, in formation
That thing is rad!
thanks broooooo
Very nice!! maybe next time try to measure the airspeed and the ground speed
A flying venetian blind!
Great Wing Build Work' and Flight Discovery! I Always Wondered Why This Wasnt a Real Thing? Because Logic? Anyway, Peace and One Piece Planes!👍✈
Seems like a little tail heavy
But it wasn't stalling and that's good.
Awesome intro
Go to the Reno air races and watch the stol races
With ailerons most be much better greetings I like that wing
If u use a another engine to power a blower that blows air over the air foils like the India amphibian patrol airplane
For a moment I thought I was watching ace ventura... lol
It flies like a stone
6:16 first time most CFI's shit their pants looks like this
The late Sam Shepard did this on his RUclips 6 years ago
Great vids :)
An engines mounted on the wings will work better
0:39 hmmmmmmm I wonder who you've been watching LOL
It looks like your CG is pretty far forward. Try moving the battery back a bit.
Believe it or not the it was actually slightly tail heavy. I think for the part three Ill mess with CG a little bit, and see how that effects the stalls.
@@baileyharrisRC if your plane noses up when you increase throttle you have the cg too far forward.
@@johnhazel5385 not necessarily. Pitch as a response to throttle input can also point to a misaligned engine/motor (thrust axis).
CG is usually checked statically as a percentage of MAC (depending on airfoil) and dynamically by trimming and observing pitch variation in relation to speed (dive input) without varying power (throttle).
@@johnhazel5385 - You don't want added Power to push the Nose Down! You want it to cause a Pitch up, to "Absorb" the Power! The question is, "Is it pitching up too much, not allowing it to keep flying?"
(Like having too much Nose up Elevator "Trim" dialed in, in a Cessna, Piper, or even a 747!)
excelent just patent now!
Very kool
Mike patey' scrappy Wing
Try a Tesla valve version.
So it doesn’t stall, but that wing doesn’t want to fly either
Hello from Indonesia 🎉
Scale it up!
Looks like your really on to something with this. This should be investigated further
Make it bigger 😊
Your wings are creating to much drag relative to the tail assembly. Probably due to the leading edge slats.
that is the question. these mega lift wings have a lot induced drag and there cost a lot of energy mantain a decent cruise speeds. no one is free in aerodynamics. the CL coeficient goes directly relationated with induced drag. more lift = more drag. you get minimum speed landings but you have a very poor wing cruise eficiency and very hight amp draw from your batteries
@@pivaracing With rotational instability one has to look at the moment of torque. For example turbulence near the wing tips will more profoundly affect horizontal spin and require a larger rudder to compensate, which is already a problem when the craft is moving so slowly. For roll instability the aircraft is at the mercy of the air mass. Turbulence in the air column can have chaotic effects.
Lift is a square of the face velocity of wind, So let’s take an example of a wind speed distribution in an air column at a certain altitude. For example 5 +/- 2 So let’s say the craft is flying into the column at IAS 10 kt. The craft is experiencing the proportional change of lift of 64 to 144 or -.36 to +.44 68% of the time. If you lower the airspeed to 5 then the variation 9 to 49 or -.64 to +.96 68% of the time. Then we have to look at the fineness of the turbulence and the size of the wing.
If you had an adaptive wing that could react to higher wind speed and reduce drag on a side unevenly, you could potentially correct at least the effect on on side.
Maybe try zoom.
The first video was way better quality.
blast screen, please---lots of wind noise. distracting
God is love to see how one of these preformed on an expiramental aircraft
This wing looks like Gillette)))
Way too much dyhedral. It's causing the airflow to go from the fuselage area of the wing to out towards the wing tips. What is that, about 7 degreesdyhedral on each wing? I think a very shallow dyhdral would be more stable and have way more lift. Also with 5 sub wings, you might be creating too much drag. 4 sub wings seemed to work better. And I thought that first fuselage worked better. I liked the lift and stability of the setup on the first vid.
👏👏👏🙏🙏🙏❤❤❤🇷🇸
Much aspect, so ratio
The wings need to be straight, not “V” shaped.
Unworkable microphone.