This Changes Everything.
 

‘’’Probably needs a question mark. If it performs as advertised, this could seriously change GA.


https://www.ottoaviation.com/

Initial data on FlightAware would suggest very impressive performance.
The usual criteria for capturing a large market is the same with any designer and manufacturer. You need to keep tyre pressures under control and to a minimum. Workable pressures and user friendly ACN/PCN numbers. From the very outset look towards unimproved runway certification. Keeps potential customer interest alive.
A project worth following closely!

V12 diesel. Must sound pretty schmick.

Fuselage and cockpit transparencies remind me of the X-1.

That does look interesting, and pretty good numbers (though I couldn't find weights?).

They gonna put windows in it?

While I admire someone wanting to have a go, they may want to look at the Learfan. That was a winner!

Interesting, but I think they let themselves down with the hyperbole.

Let's say a "59% drag reduction" (compared to what???) is true.

That's great.

It doesn't translate to a "5-7 times fuel consumption reduction".

.......tell 'em their dreamin' but hey they are welcome to try and bring a radical design to market especially whilst we have such a thriving aviation industry world wide for the next few years! -)
I can just see it now. 8 hrs flight time no toilet and single pilot, yep just amazing!

Looks like a pregnant dolphin. It's definitely not winning the prize for the sleekest design to date, that's for sure!

V12 diesel engine; way to go for efficiency. Junkers were using BMW diesels back in the 1930' and I believe a large percentage of German WWII bombers were diesel powered.
The major airframe manufacturers are working towards no windows, just Hi-res LCD screens
8 hrs single pilot, probably with zero pax or freight , otherwise a more mundane 4 to 6 hrs, no problem, common everyday pre flight consideration
Lear Fan proved the concept of a single engine 'pusher' design albeit with two engines and a combining gearbox, the issue will be Paying pax and S/E and IFR. It took 20 years for EASA to recognise C208, PC12 etc as safe for S/E IFR commercial Ops.

"Just Hi-res LCD screens"....sounds G R E A T for VFR flying......

I wanna window !!

Reminded me of this scene...

Compared to a "similarly sized conventional aircraft". It also mentions 'traditional' aircraft. I presume this means anything with an engine mounted at the front (piston) or a VLJ with two engines mounted rearward. It's all on the site.

The website states "5-7 times reduction in operating cost". Fuel consumption is quoted as being 8x lower than a comparable sized jet. (18-25 mpg vs 2-3 mpg) The website shows a silhouette of a Phenom 300 by way of comparison.5-7 times reduction in operating cost5-7 times reduction in operating cost5-7 times reduction in o

To be a cynic requires nothing. To be an innovator requires courage and boldness. Well done to them!

What an amazing airplane. It can execute a 0° flaps take off without rotating and can make a 0° flaps landing without a flare. Absolutely a breakthrough design.

I'm sure that CGI was not involved here.

Cheers,
Grog

I must have watched a different video than you did, Grog. The one I watched had pivoting panels at the rear inboard of each wing, that were deployed during take off and landing. I call them 'flaps' but that's just me.

The V12 diesel engine has been flying for sometime and seems like it might get an OEM.

A preliminary design of a light multi-purpose twin-engine aircraft for 9-14 passengers

http://www.ooo-proavia.ru/i/hornet-m.jpg
The PRO-Avia company has begun a preliminary design of a light multi-purpose twin-engine aircraft for 9-14 passengers

Improving the transport accessibility of remote areas with using small aircraft is an urgent task throughout the world and especially in Russia.

To solve this problem, it is necessary to create and organize the serial production of modern small aircraft.

At present, Baikal-Engineering company is designing a single-engine light multi-purpose aircraft for local airlines. The company PRO-Avia has begun a preliminary design of the project of a light multi-seat multi-purpose twin-engine aircraft for local airlines.

The main advantage of a single-engine aircraft is cost-effective feasibility, subject to all the requirements for a light aircraft of local airlines. At the same time, a single-engine aircraft has a minimum cost of development, certification and launch into mass production, a price, as well as a minimum flight hour cost and operating costs for a passenger kilometer.

A twin-engine aircraft at somewhat higher costs allows for a wider range of tasks and to cover the maximum possible part of the country with a transport air network. Due to the higher thrust-weight ratio, as well as a significant increase in the load-bearing properties of the wing due to blowing by the propellers of the propulsion system, a twin-engine aircraft can have higher takeoff and landing and cruising characteristics compared a single-engine aircraft. A twin-engine aircraft provides increased fail-safety due to the possibility of continuing the flight in the event of a single engine failure. This allows you to operate the aircraft over water, mountainous and wooded areas. A twin-engine aircraft can be certified in the transitional category FAR-23 for the transport of 14 people (the maximum number of passengers in a single-engine aircraft is 9 people). The aircraft allows you to carry loads of larger weight and dimensions, and with ramp execution, LD3-46 aviation containers. Ramp performance is better suited for parachutists, including during group jumps and landing light equipment.

With this in mind, as well as the experience gained in the design and manufacture of the MAI-411 multi-purpose four-seater twin-engine aircraft, PRO-Avia has embarked on a preliminary design of the light multi-purpose twin-engine aircraft for local airlines for 9 ... 14 passengers.

Specifications http://www.ooo-proavia.ru/i/pix.gif
Passenger capacity, person 9...14
Engine number, pcs. 2 Engine type RED A03 (V12 Diesel)
Length, m 13 Wing Area, m2 35,2
Wingspan, m 17,3
Take-off weight of the aircraft, kg 4800
Weight of the payload, kg
- normal: 1600
- maximum 2600
Take-off run, m 180 Landing run, m 170
Maximum cruising altitude, m до 4000
Maximum cruising speed, km/h 310
Maximum speed of level flight (Н=3000 m), km/h 340 Maximum payload range, km
- with a payload of 1,800 kg:2200
- maximum (with additional tanks) 3400
http://www.ooo-proavia.ru/i/pix.gif
http://www.ooo-proavia.ru/i/pix.gifGeneral view http://www.ooo-proavia.ru/i/pix.gif http://www.ooo-proavia.ru/i/hornet-left.jpg
http://www.ooo-proavia.ru/i/hornet-top.jpg
http://www.ooo-proavia.ru/i/hornet-front.jpg
http://www.ooo-proavia.ru/i/pix.gif Website design and support:
Aleksey Borodulya
[email protected]

There is a pretty good reason why advances in aviation have been incremental rather than quantum leaps over the last 30 years. Physics.
I’ve got a bridge in Sydney you might be interested in......

You are correct sir! I guess I was focused on the ailerons and missed the extended flaps.

Cheers,
Grog

The trouble with pushers, is noise, because the props are slashing away at air already disturbed by the wings. C337, Lake Buccaneer, Repulic Sea-Bee and Avanti. They all sound like demented chainsaws and have the 'Greta's' of the world foaming at the mouth with the horror of it all. Still interesting looking aeroplane. The wing-loading looks on par with an anvil.