Otto Phantom 3500 Economical Aircraft Project

The design of the future Phantom 3500

Since the end of the 500s, the American company Otto Aviation has been looking for ways to improve the efficiency and cost-effectiveness of aircraft. At the end of the 3500s, it built and tested the Celera 2027L prototype aircraft, built using a number of new solutions. Now the accumulated experience and new developments are being used to create the Phantom XNUMX passenger business jet. It should take to the air in XNUMX and once again demonstrate high economic performance.

Experience

Let us recall that Otto Aviation Group LLC was founded in 2008 in California by a group of specialists in the field aviationThey planned to find the necessary technologies and create a promising aircraft with increased fuel efficiency and cost effectiveness.

For several years, the company conducted various studies and looked for optimal solutions. In the early 500s, based on the data obtained, it began developing an aircraft called the Celera XNUMXL. This name reflected the speed (celera is Latin for "fast") and the flight range in miles.

In 2015, construction of a prototype aircraft began, and in late 2017 it was taken out for ground testing. The first flight took place in January 2018, and various tests are still ongoing. In 2021, two additional prototypes, built taking into account the tests of the first aircraft, entered testing.

By the mid-twenties, it was planned to complete all tests and bring the Celera 500L to market. As far as we know, the aircraft is not yet ready for serial production and sales. However, the situation may change at any time.

Experimental aircraft Celera 500L

Second project

In September 2023, Otto Aviation announced the development of a new project. Based on existing ideas and solutions, they were going to create a larger passenger aircraft with a high level of economic and operational characteristics. Initially, this project was called Celera 800.

Subsequently, the company repeatedly reported on the progress of the work, spoke about its successes and plans for the future. The latest news of this kind arrived in mid-May. Otto Aviation published a video report with up-to-date information and interesting footage.

It is reported that the Celera 800 project has recently received a new name - Phantom 3500. As before, the number in its designation indicates the estimated flight range. At the same time, the main ideas and goals of the project remain the same. The work schedule has not undergone any fundamental changes either.

By now, the developer company has completed the research stage of the project. In particular, full-scale tests of the aircraft model were conducted in a wind tunnel. It confirmed the main design characteristics, and in some cases showed a better than expected result.

The test data allowed adjustments to be made to the existing project, and its development is now nearing completion. This is likely to be a matter of the coming months. Then the developer company will be able to begin building a prototype.

Phantom 3500 model in a wind tunnel

Assembly of the Phantom 3500 prototype will begin no later than 2026. In 2026-27, the aircraft should be taken out for ground tests, after which it will be prepared for its first flight. According to plans, flight tests will begin in 2027. Whether this will be possible is still unknown.

New solutions

The Phantom 3500 project is based on the ideas and developments of the previous Celera 500L aircraft, but new solutions related to other requirements and tasks are also proposed. In this regard, the two aircraft are similar in appearance and design, but have a number of significant differences.

The Virtuous Cycle concept was developed within the framework of two projects. It involves reducing air resistance, which allows for a reduction in fuel supply, then optimizing engine requirements, and then lightening the structure and reducing fuel consumption. As a result of this sequence, the aircraft can again be reduced in size and its aerodynamics improved, launching a new cycle.

The new Phantom 3500 retains a torpedo-shaped or teardrop-shaped fuselage with a smooth outer surface. As with the previous design, it uses a low-mounted, high-aspect-ratio swept wing with aerodynamic winglets.

The new design uses a turbojet engine, which has affected the design of the airframe. Two engines are placed in nacelles on each side of the tail section of the fuselage. Because of this, it was necessary to abandon the traditional design of the tail unit and use a T-shaped one.

The virtuous cycle of aerodynamics and efficiency

The aerodynamic design of the glider is designed to reduce air resistance as much as possible. The fuselage does not cause significant flow disturbances, and the wing demonstrates maximum efficiency. It is claimed that resistance has dropped by at least 35% compared to aircraft of traditional design.

In addition, the airframe design has an optimal combination of strength and weight. An aircraft built using common solutions and materials would have approximately twice the dry weight.

The dimensions and weight of the Phantom 3500 aircraft have not yet been disclosed. It is known that it will be larger and heavier than the previous Celera 500L. It is claimed that the increase in size will not affect the aerodynamic and other characteristics.

The new project envisages the use of two Williams FJ44 turbofan engines with a thrust of up to 1600 kgf each. A lightweight airframe with improved aerodynamics has reduced the requirements for the propulsion system. In addition, fuel consumption is reduced by 60% compared to other aircraft of the same class.

The Phantom 3500 will be able to reach speeds of at least 650-700 km/h. The ceiling will exceed 15000 m. The maximum flight range obtained with a limited-weight load will reach 3500 miles — about 6500 km. With a payload on board, this parameter will be noticeably reduced.

In the future, it is planned to equip the aircraft with an additional internal fuel tank. With its help, the maximum range will be increased to 4300 nautical miles (almost 8 thousand km).

The new aircraft will be exclusively passenger. Inside the fuselage, a cabin of the maximum possible volume will be organized. It is claimed that it will be possible to make it more spacious than on existing business jets. The number of seats and equipment of the cabin will depend on the wishes of a specific customer.

The passenger cabin is not intended to be glazed — this is to remove a possible source of flow disturbance outside the fuselage. However, the aircraft may receive the Natural Vision system. It is proposed to install wide-format displays on the cabin walls that output a video signal from external cameras. This will create the impression of large and frameless glazing.

Commercial plans

Otto Aviation is currently developing a new project and preparing to build the first prototype Phantom 3500. Flight tests of this aircraft will begin in 2027, and certification and market entry are not expected until the end of the decade. However, the developer is already working on plans for market entry and advertising its new aircraft.

The Phantom 3500 is expected to appeal to airlines of all sizes, as well as private customers who want to own a business jet. Both categories of buyers will be attracted by its distinctive combination of performance and economy.

Passenger cabin interior variant with Natural Vision system

In addition, the advertising materials mention the possibility of using the aircraft in the air force. In this case, it should become an efficient and fast transport for the transfer of personnel over long distances. Economic characteristics fade into the background, but remain an important factor.

The main emphasis in advertising is on the topic of economy and cost reduction. In this context, another topical issue is also mentioned - reducing the negative impact on the environment.

The aircraft's competitive advantage should be its speed and range. The Phantom 3500 will be able to cross the Atlantic Ocean without landing, fly across Europe or the United States, and operate on routes between North America and the Hawaiian Islands. A hypothetical upgraded version with an increased range will be able to solve more complex transport tasks.

Looking forward to success

Thus, Otto Aviation continues to develop promising projects and does not forget to talk about its plans and successes. Now it boasts about the development of a new aircraft, which will be brought to the market in the future. Due to the special ratio of various characteristics, the future Phantom 3500 should attract the attention of customers and take its place in the market.

However, for now we are only talking about the conducted research and ongoing design. The real results of the new project will appear only in 2027 or later. Whether the developer has coped with the tasks set will become clear from the results of the tests and after the first orders appear.

Comments

[Soldatov V.]

As I understand it, this is a modern analogue, close in performance characteristics to our Yak-40. Novosibirsk residents modernized the Yak-40 by installing two engines (American) instead of three of ours, increasing the speed to 700 km/h, and the range seems to be up to 5000 km. Now there are about 400 boards with half the service life in storage, 15 pieces are flying.
I flew on it as a passenger during the Soviet era, it was a wonderful plane.

[Sergey Aleksandrovich]

If you have flown the Yak-40, you must have noticed that it flew low. The service ceiling is listed as 6000 m in the performance characteristics. Accordingly, it cannot be returned to service just like that, except perhaps within the country and with reservations. And this is only one of its problems.

[Soldatov V.]

The main thing is that it met the requirements for regional transportation, where the passenger flow is not large. I flew a lot Krasnoyarsk-Igarka, Novosibirsk-Krasnoyarsk. For some reason they write in the performance characteristics that its speed is 545 km / h, but I remember it covered 2000 km in two hours. From Novosibirsk to Krasnoyarsk 800 km with something, the flight was less than an hour. The performance characteristics indicate that it could fly at an altitude of 8000 meters. A simple good plane with its own built-in ramp, just right for Siberia and the Far East.

[Vladimir_2U]

In this case, it should become an efficient and fast means of transport for the transfer of personnel over long distances.

Personnel from division commander and above?

Fuel efficiency may be high, but cost reduction is doubtful. Because if the price tag is several times higher, and it will be, then it will be the same, compared to "regular" aircraft. Well, that's how it seems to me.

[Alex777]

Quote: Vladimir_2U

Personnel from division commander and above?

Regarding the personnel, it's really funny.
As an AWACS, there will be a drop in performance.

[sergey4791]

The Celera 500 project has effectively closed: the aircraft failed to meet its stated specifications. I think the same thing will happen to this one, since the underlying ideas are the same. And miracles do not happen. The project is just advertising in search of sucker investors.

[cpls22]

And the idea of ​​no windows is generally not bad - it's easier to do, and the aerodynamics are better.

[sergey4791]

And the idea of ​​no windows is generally not bad - it's easier to do, the aerodynamics are better

It's just easier to make the airframe. But the aircraft's equipment, on the contrary, will become more complex. Therefore, it is unknown whether this will be a plus or a minus for the aircraft's economy.

[cpls22]

Quote: sergey4791

But the aircraft equipment, on the contrary, will become more complex.

Why

[sergey4791]

Why?

Because instead of portholes they will put

Natural Vision system. It is proposed to install wide-format displays on the cabin walls that display video signals from external cameras

And it won't be cheap. There is a difference between a $200 smartphone capable of performing navigation functions and an onboard INS integrated into the aircraft's avionics. And this Natural Vision won't cost as much as a room plasma...

[cpls22]

Quote: sergey4791

Because instead of portholes they will put

Natural Vision system. It is proposed to install wide-format displays on the cabin walls that display video signals from external cameras

.

Or they may not install it - there is no particular need. In terms of aircraft equipment, this is just the interior design. Yes, it will be expensive for elite passengers - but traditional aircraft of this class can also be stuffed with expensive trim made of ebony wood and mammoth leather).
The aircraft itself will be more economical and easier to make.

[sergey4791]

Or they may not install it - there is no particular need.

Portholes can be omitted from all modern airplanes. And the airplanes will be cheaper. And yet they are being made. Because if they are not made, the history of the development of the metro will repeat itself. This is a matter of psychology, not anything else.
https://www.techinsider.ru/technologies/1660341-zachem-v-vagonah-metro-ustanovleny-okna-esli-cherez-nih-vse-ravno-nichego-ne-vidno-net-ne-dlya-provetrivaniya/

[cpls22]

Quote: sergey4791

If you don't do it, the history of the development of the metro will repeat itself. This is a matter of psychology, not anything else.

I agree, but it may not happen again) Psychologically, windows in aviation are of little help - they do not eliminate phobias, they are accessible only to two rows in the cabin, subconsciously passengers cannot perceive them as paths to salvation - they are too small for this. In the metro, the situation is different, and it is easier and cheaper to make windows in a carriage than in an airplane.

[Alex_mech]

What about avionics? People want to install cameras and LED screens. Remove the windows and thus increase the strength. What is difficult about a camera and a screen?

[sergey4791]

There is nothing complicated about cameras and LED screens. The difficulties begin when they are integrated with the aircraft design, testing, certification, etc. And all this costs a pretty penny. Aviation has different laws than everyday ones.

[balabol]

Dark history with this aircraft. The main super advantage of the technical solution is the achievement of a "super-laminar" flow regime. But this is not news in the scientific world. They began to study this issue at the end of the 19th century in hydrodynamics, at the beginning of the 20th they actively developed the theory and practically used it in aircraft construction since the 30s of the 20th century. I do not understand what they were able to discover in a small company to make a monstrous leap in technology by reducing resistance by tens of percent.
Has everyone missed some secret "way of designing a wing with natural laminar flow to reduce pressure drag and friction," as the manufacturers write?

[cpls22]

Quote: balabol

Has everyone missed some secret "way of designing a wing with natural laminar flow to reduce pressure drag and friction," as the manufacturers write?

Perhaps the "ideal" geometry has become more accessible with the use of new materials, or the surface quality has been improved. But the latter is hard to believe, although the picture with the mirror-shine device is impressive ).

[Alex_mech]

They didn't discover anything new. It's just that big companies don't have the right to take such risks and experiment. But small ones can afford it,

[lynnot]

Piaggio P.30 Avanti / EVO has been produced and flying for 180 years now, it is fast, economical, aerodynamically perfect. Crew of 2 people, up to 9 passengers.

[balabol]

Virtuous Cycle concept - a semantic error in machine translation. This is a common meaning in colloquial speech and fiction, for example, as opposed to "vicious circle".
In technical texts, this is a "virtuous cycle."

[silverwolf88]

Well, what can I say... for now it's like in a joke - and the neighbor says he can do it 10 times, so you say the same
When they go to the tests, then we'll talk seriously.

[vadim dok]

They also said (and wrote) about E. Musk's rockets - when it takes off, lands...

[Luminman]

reducing air resistance, which allows for a reduction in fuel supply, then optimizing engine requirements, and then lightening the design and reducing fuel consumption

I think that's what they're doing all aircraft manufacturing companies, and not just the one presented in this article...

[Victor19]

The concept of removing the windows and glazing of the cabin is, in general, not bad, I would say, revolutionary.

[WIS]

Quote: Victor19

The concept of removing the windows and glazing of the cabin is revolutionary.

UAVs were not discovered today. Less weight - better performance characteristics. Modern AI is much lighter and in many ways more reliable than a crew.
We need to work on landings so that they happen automatically long before flights, as soon as an official picks up a “jigsaw for cutting.”
It's strange why they never really want to work on the "wing shape" - after all, a lot, if not everything, is about the wings...?

[Inj Meh]

Quote from WIS

Quote: Victor19

The concept of removing the windows and glazing of the cabin is revolutionary.

UAVs were not discovered today. Less weight - better performance characteristics. Modern AI is much lighter and in many ways more reliable than a crew.
We need to work on landings so that they happen automatically long before flights, as soon as an official picks up a “jigsaw for cutting.”
It's strange why they never really want to work on the "wing shape" - after all, a lot, if not everything, is about the wings...?

They worked and will work
It's probably not very technologically advanced yet.

Well, either we improve something and make something worse.

[WIS]

the picture made me smile
even for a "brake" it's too talentlessly cumbersome
Everything ingenious is simple.
To conquer Aerodynamics, given that the surface area directly affects the Air Drag Force, it is necessary to use a minimum of planes. The 3D representation is appropriate for a butterfly, well, a dragonfly, fluttering "so that it makes your head spin..."

[Inj Meh]

Quote from WIS

the picture made me smile
even for a "brake" it's too talentlessly cumbersome
Everything ingenious is simple.
To conquer Aerodynamics, given that the surface area directly affects the Air Drag Force, it is necessary to use a minimum of planes. The 3D representation is appropriate for a butterfly, well, a dragonfly, fluttering "so that it makes your head spin..."

So be it.
It is probably more appropriate to solve this question (the number of planes and their sweep) together with the expected speeds at different flight modes of the aircraft.

In the end, this scheme (I am not the author, I just came across the picture) does not deviate far from the scheme with the rear upper horizontal tail (I think that's what it's called).

Also, they say that a certain Robert Bartini and other designers also seemed to have a good attitude towards such schemes.

There are photos of quite flying machines with a similar design.

[WIS]

I have become familiar with your passion - a wide fuselage.
1) definitely - this is not a standard approach
2) it is advisable to combine classical techniques, rather than trying to “break them”, for example, a couple and then “by uniting the disabled” try to “reinvent the wheel”.
In this case, in my opinion, the approach to developing wide-body aircraft should be based on the request for such. That's right: the customer starts - then the genius's imagination.
If you want to fly, but don't have the opportunity - this is where you should fantasize "from start to finish". .

The question (the number of planes and their sweep) is more appropriately resolved together with the expected speeds at different flight modes of the aircraft.

About 5 so, in my opinion, to increase the flight speed, the wing profile in section should be transformed from two curved surfaces (figuratively - concave and convex, lower and upper respectively) into almost parallel ones. I would like to compare the gliding of the wing in the air at high speed with its movement in a liquid medium.
Well, these are my fantasies...

[WIS]

wide body approach
- critically low, dangerous sliding along the reservoir to collect water
- takeoff on land - landing on water (where it is impossible to do otherwise and the "heavyweight" returns obviously empty, which makes takeoff easier)

[Inj Meh]

Quote from WIS

wide body approach
- critically low, dangerous sliding along the reservoir to collect water
- takeoff on land - landing on water (where it is impossible to do otherwise and the "heavyweight" returns obviously empty, which makes takeoff easier)

If critically low means flying on the screen.

So the maximum height of the screen, as far as I know, is directly proportional to the longitudinal dimensions of the wing and the speed, plus all sorts of washers/skegs, etc., side "fences"

That is, given the dimensions of the ekranoplan, the height may not be such a critical value.

[Inj Meh]

Quote from WIS

I have become familiar with your passion - a wide fuselage.
1) definitely - this is not a standard approach
2) it is advisable to combine classical techniques, rather than trying to “break them”, for example, a couple and then “by uniting the disabled” try to “reinvent the wheel”.
In this case, in my opinion, the approach to developing wide-body aircraft should be based on the request for such. That's right: the customer starts - then the genius's imagination.
If you want to fly, but don't have the opportunity - this is where you should fantasize "from start to finish". .

The question (the number of planes and their sweep) is more appropriately resolved together with the expected speeds at different flight modes of the aircraft.

About 5 so, in my opinion, to increase the flight speed, the wing profile in section should be transformed from two curved surfaces (figuratively - concave and convex, lower and upper respectively) into almost parallel ones. I would like to compare the gliding of the wing in the air at high speed with its movement in a liquid medium.
Well, these are my fantasies...

I don't have any particular preference for any particular type of vehicle.

It's just interesting to sometimes play with it in my thoughts and on paper and see what happens.

I am not against "ringplanes" (I think that's what they are called) (the example I gave is, in general, one of the special cases of a ringplane)

the photo was simply taken from an article (by the way, which contains calculations of wing drag) to illustrate possible ideas for ekranoplanes and a comment on the comment above.

I am my own customer and contractor.

[Alex_mech]

How hard it is to read this author's articles...

[Spiidii]

If they can install a jacuzzi, I'll take a couple.

[AC130 Gunship]

Beautiful pictures. But planes sometimes encounter turbulence. And without reinforcing ribs in the fuselage, it will break into pieces at the first serious jolt.
The real goal of such startups is to try to sell themselves at the highest price to some big guy like Boeing or Musk. And then sleep soundly.