The Insane Engineering behind The Lilium Jet | Part 2

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This is the new design of the Lilium JET. A design able to deliver the performance requirements while meeting certification standards. This improved aircraft configuration features numerous new design elements including an optimized fuselage, winglets on the canard, and running landing gear.
However, the most important changes were made to the propulsion system and the battery cell technology. All these improvements contribute to superior performance and customer benefits. An optimal Lilium Jet design, that is expected to fulfill safety and certification requirements and, most importantly, can be profitably built at scale.

This is the Engineering behind The Lilium Jet. Part 2
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[eVTOLinnovation]

Unfortunately, i am not able to keep creating new videos in my current situation.




I'll be evaluating offers and ideas. Thanks.

[keithwalker]

I am a 92 year old retired Aeronautical Structures Engineer “ex Canadair RCAF Boeing and Transport Canada Airworthiness” and see one of the the greatest developments in engineering is, the improvements in batteries bringing forth tremendously the use of the Electric motor . This motor is so versatile in its use and development, it’s vastly increased application is amazing. Could you have ever imagined the way Lillium has adapted the electric motor for flight.

[d.jensen]

Lilium seems to be covering all the bases. This bodes well for a smooth certification process.

[alexfrank]

Thanks for the Video, especially the battery part was brilliant -ly explained! ;)

[xuyan]

Great video. Looking forward to more contents in the future. Love this channel.

One of the important part to evaluate the cell performance which is not captured by Lilium is the battery cycling performance. It's a trade-off between power, energy and cycle life.
It's great to see the battery can provide enough power for vertical take-off and landing while has decent energy density. However, the unit economics will suffer if the cycle life is bad and drive the operation cost too high, then the price won't be accepted by broader users

[alexfrank]

The Tech is amazing, i can't wait to fly in one of them!!

[MrArcheopteryx]

Impressive technology! Very good science at work here. Otto would be very proud and it's about time someone gives recognition to his name. There will be great advances in renewable energy supply (with and without batteries) in a near future. It's coming up. You have a great design that will best benefit from it. And... it looks mighty good! My best wishes to you all!

[TRak]

Using the term "jet" to refer to the propulsion may be colloquially adequate, but won't showcase the difference between combustion-based airbreathing reaction engines and any other kind of propulsion system (though it does share some similarity with rocket engines and ion thrusters).

That's because what makes a jet enginebe called like that is the fact that the combustion directly powers the rotation of main fan blades. There aren't any pistons or even any mechanical power transfer other than the axle shared by the combustion compressor and the main fan.

Still, we usually call any ducted-fan a "jet" engine; Why? Well, that's because all jet engines are, by design limitations, ducted fans! This is the natural consequence of needing a proper chamber for the combustion, access to plenty of air for the combustion to occur and a nozzle at the end to increase the speed of the resulting airflow (mainly the air that gets "bypassed" on modern turbofans, though the combustion exhaustion also helps a bit).

So yeah, Electric turbofans cannot be considered jet engines, as they are driven by electric motors, not a mix of compressed air and fuel... Or anything similar. An ion thruster, however, could be made into an electric jet engine, as you can ionize the compressed air to accelerate it and drive the rotor shaft. But I don't see the point of doing so, as ion thrusters (and rocket engines) accelerate gasses beyond "intake" speed (not that rockets have any intake, LMAO), meaning that they don't need a mechanical compressor, just a nozzle at the exhaust.

Oh, and if you are wondering why jets need the air to exit the nozzle at a greater speed than it enters, the answer is quite simple: You can only move using air jets as fast as the air gets expelled. We call this "nozzle velocity". However, the blades of any fan can only accelerate air as fast as their tips move (at best, that is), meaning that the closer you get to Mach 1, the closer you are to having flow separation occur on the tip of a conventional turboprop aircraft's propeller blades.

When this happens, the aircraft suffers severe efficiency losses as the propeller blades experience flow separation. Moreover, the parasitic drag over their surface of the blades increase by the square of their speeds, meaning less fuel efficiency the faster the blades rotate and the larger they are. Hence the need for nozzles and, by extension, the duct around the fan.

Finally, let's not forget that the faster the blades move, the more kinetic energy they have (making collision with objects or animals potentially catastrophic.

That explains intake to exhaust ratios (or nozzle rations), but why should you use two giant turbines instead of many smaller ones?
1- Smaller turbines need the same kind of components as larger ones, and the miniaturization will not always translate into a proportionally lighter and smaller component due to material and technology limitations. It also makes maintenance a pain in the back.
Big metal. Stronk. Potent. Never broke. Monke happy.

2- Smaller turbines will have a way high percentage of nacelle frontal and external area / total turbine area (nacelle duct and the turbine fan). This means an increase in the drag and friction the more engines you use to achieve the same thrust.
Plane smooth. Air flows. Monke happy.

3- Not an specialist, but I've seen somewhere that multiple engines running close to one another can also be a source of problems. May or may not search for it later.

So remember that juicy, gargantuan GE90 and its successor, the GE9X? That's why they are like that.

Though this is not possible for small VTOL aircrafts like this one.

[Cloxxki]

Curious what C discharge rating is deemed neded for VTOL. Does anyone explore dual chemistry or dual battery designs?
What's the higher Wh/kg cell used thus far? Tesla and NIO are loosely claiming to be at 360 Wh/kg for upcoming products.

[tomarmstrong]

I am not an aerodynamic engineer, but I have been a commercial pilot most of my working life. I know that initial roll and climb needs up to ten times the power of cruise. It has always surprised me that a ground based launch assist systems have never been used except carrier based aircraft and gliders.

[bunkie]

Real-world aircraft operate at close to gross weight. For a typical small aircraft, payload can represent as much as 50% of total gross weight. The performance numbers given here are at “operational empty weight”. Assuming that the aircraft has a relatively small payload (as one would expect from a battery aircraft) of, say, 25% of gross weight, the energy requirements for VTOL will be considerably larger which will affect both range and safety margins.

I would really be interested to see how this aircraft performs using a conventional runway. Certain existing VTOL aircraft such as the Harrier aircraft reauire rolling takeoffs when loaded to near gross weight as they are incapable of vertical takeoff fully loaded despite using fuel that has an energy density almost ten times that of the best batteries. Furthermore, the Harrier, being both a warplane and fuel-consuming aircraft has an advantage for vertical landing as it is much closer to empty weight upon landing having shed much of its payload weight while in flight.

My point is that for all the press that eVTOL aircraft are getting, true, practical, electric flight will appear sooner in conventional fixed-wing form as it is much easier to achieve.

[rocketboy]

The remote control flying world has already adopted the EDF designation for electric model jets. The nitrio fueled R/C Jets have been called DUCTED FANS since the 1970's.
R/C Jets with the new generation of electric motors have been called EDF's since the early 2000's.
Lilium is electric. Lilium is powered by multiple Ducted fan units. So as far as I can see, EDF applies.
Having said all of that, the public will make all this engineering work worthwhile. The company will have to decide whether EDF or JET will play best with the consumer who will ride in it. And I didn't forget the FAA. Lawyers too. Liability will also play a part in how things are marketed. It will be interesting to see how this plays out.
But as a licensed pilot, I'm just ready for a ride.

[youtubeaccount]

What's the life expectancy of the ZenLabs cell?

[JoeyBlogs]

3:29 But was it transition with a full payload dead weight ??? I doubt it very much.

[DavidKaden]

So where can I get those cells? Want to test on my own.

[Cloxxki]

How much can VTO noise levels be reduced with a 50 meter, 100 meter or 200 meter runway?
Could winch assisted landings be considered to limit VL noise levels?

[joaobritonascimento]

Nice Job, i will create my e-vtol soon.

[jimberg]

How long does it take to fully charge and what happens if you lose all power when flying? Can it charge up as fast as it takes to refuel a regular airplane? Can it glide? If you're going to tell us how impressive the engineering is, you should probably answer these basic and obvious questions.

[Mordalo]

You totally ignore the major elephant in the room, power source.

[rameshkumargurung]

When lilium zet sell in to the commercial market???