Its an interesting approach, they have slung the fans below the wing rather than in the wing.
I do know that the Kittyhawk Heaviside has approached the positioning of the motors differently, on the rear of the wing, with a pusher configuration, which will still enhance wing lift at low speed, but it does this to place disturbances of the air flow further back on the wing to retain laminar flow over more of the wing and cut drag. As a result, and along with a more aerodynamic body, it has a phenomenal efficiency of about 80 wh/km at over 150mph. Half a Tesla.
One solution is to create a hybrid with the pusher propellors place at the rear edge of the wing, and blown slots over the wing to increase wing air flow at lower speeds and this can greatly increase lift for eSTOL, but also minimise drag across a range of flight speeds. The design of the Electra looks like it is intending for comparatively slow velocity.
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Its an interesting approach, they have slung the fans below the wing rather than in the wing.
I do know that the Kittyhawk Heaviside has approached the positioning of the motors differently, on the rear of the wing, with a pusher configuration, which will still enhance wing lift at low speed, but it does this to place disturbances of the air flow further back on the wing to retain laminar flow over more of the wing and cut drag. As a result, and along with a more aerodynamic body, it has a phenomenal efficiency of about 80 wh/km at over 150mph. Half a Tesla.
One solution is to create a hybrid with the pusher propellors place at the rear edge of the wing, and blown slots over the wing to increase wing air flow at lower speeds and this can greatly increase lift for eSTOL, but also minimise drag across a range of flight speeds. The design of the Electra looks like it is intending for comparatively slow velocity.