Dave_Jackson
28th Dec 2004, 22:38
As a twist on the thread 'Lets make a helicopter', the following is submitted for consideration.
Part I -------------- Evolution
The development and particularly the testing of a new helicopter should consist of a series of progressive steps (True?? - Nick? Shawn?). This will be particularly important if the new craft incorporates one or more unique features.
At some point, the testing will consist of evaluating the rotor in the autorotative state. This might be initially done on the back of a truck, but it eventually the tests must be in free air. An ideal method for this should be the gyrocopter.
Part II ------------- Regulation
The US FAA is about to release the new Sport pilot / Light Sport Aircraft. Gyrocopters are to be included but "helicopters are too complex to be allowed under this first issue of SP/LSA". However, there is the provision for the inclusion of helicopters in the future. It should also be noted that the criteria of the SP/LSA are compatible with those of the European JAR-VLR and the British VLH.
Par III ------------ Question
What about establishing the criteria for a future advanced Very Light Helicopter. Then, start with a gyrocopter and incrementally add the features in a series of steps toward this advanced helicopter.
The FAA would be asked to approve the revised craft into the SP/LSA at each step. In addition, at each step there is an improved rotorcraft, which can, in and of itself, be a commercial product.
Part IV ---------- Suggestion Produce gyrocopter with centerline thrust and horizontal stabilizer.
Add conventional helicopter flight controls.
Add 3-blade rotor.
Add constant velocity joint with hub spring rotor.
Add full-time partial power to rotor.
Add to the 'full-time partial power'; pre-rotation for take-off and rotor inertia consumption for landing.
Add the ability to provide the rotor with up to 100% of available power. *
* This requires a means of counteracting the torque of the rotor. Some methods for consideration are;
Lateral cyclic control on the pusher prop,
Twin pusher props w/ reversing propellers,
Twin main rotors,
Torqueless main rotor,
Twin prop-rotors that are located laterally below the main rotor. They pivot down 90-degrees up to supplement the main rotor (pusher rotors) or up 90-degrees to act as pusher propellers.
Etc.
Etc.
Last and certainly least, a tail-rotor. :ugh::O
Part I -------------- Evolution
The development and particularly the testing of a new helicopter should consist of a series of progressive steps (True?? - Nick? Shawn?). This will be particularly important if the new craft incorporates one or more unique features.
At some point, the testing will consist of evaluating the rotor in the autorotative state. This might be initially done on the back of a truck, but it eventually the tests must be in free air. An ideal method for this should be the gyrocopter.
Part II ------------- Regulation
The US FAA is about to release the new Sport pilot / Light Sport Aircraft. Gyrocopters are to be included but "helicopters are too complex to be allowed under this first issue of SP/LSA". However, there is the provision for the inclusion of helicopters in the future. It should also be noted that the criteria of the SP/LSA are compatible with those of the European JAR-VLR and the British VLH.
Par III ------------ Question
What about establishing the criteria for a future advanced Very Light Helicopter. Then, start with a gyrocopter and incrementally add the features in a series of steps toward this advanced helicopter.
The FAA would be asked to approve the revised craft into the SP/LSA at each step. In addition, at each step there is an improved rotorcraft, which can, in and of itself, be a commercial product.
Part IV ---------- Suggestion Produce gyrocopter with centerline thrust and horizontal stabilizer.
Add conventional helicopter flight controls.
Add 3-blade rotor.
Add constant velocity joint with hub spring rotor.
Add full-time partial power to rotor.
Add to the 'full-time partial power'; pre-rotation for take-off and rotor inertia consumption for landing.
Add the ability to provide the rotor with up to 100% of available power. *
* This requires a means of counteracting the torque of the rotor. Some methods for consideration are;
Lateral cyclic control on the pusher prop,
Twin pusher props w/ reversing propellers,
Twin main rotors,
Torqueless main rotor,
Twin prop-rotors that are located laterally below the main rotor. They pivot down 90-degrees up to supplement the main rotor (pusher rotors) or up 90-degrees to act as pusher propellers.
Etc.
Etc.
Last and certainly least, a tail-rotor. :ugh::O