J A T O for helicopters?
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J A T O for helicopters?
When I read the trade press about latest news on helicopters here in the USA, Groen Bros. new gyroplane comes up.
They claim their [jump takeoff] gyroplane can do everything a genuine helo does except hover.
BUT there is one other USA manufacturer who has a new model. I cannot think of the company - can anyone in the UK help out? They are developing + testing either a helicopter or gyroplane with ramjets at the tips of the rotorblades - and the blades are made from depleted uranium so that the rotorblades will have a flywheel effect. Does anyone have a clue who the company is?? They have been around for awhile, they're not some backyard inventors. Sing out if you've heard of them, thanks.
They claim their [jump takeoff] gyroplane can do everything a genuine helo does except hover.
BUT there is one other USA manufacturer who has a new model. I cannot think of the company - can anyone in the UK help out? They are developing + testing either a helicopter or gyroplane with ramjets at the tips of the rotorblades - and the blades are made from depleted uranium so that the rotorblades will have a flywheel effect. Does anyone have a clue who the company is?? They have been around for awhile, they're not some backyard inventors. Sing out if you've heard of them, thanks.
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Pedro, OffShoreIgor,
" Doing Vertical Take-offs and Landings with an UNPOWERED Rotor "
Does this explanation from Carter Copters' website make sense to a pilot, or are they
just 'blowing smoke' as we say here in USA?
The CarterCopter rotor is a high-inertia rotor. This means it stores rotational energy because of its weight & design. The 110 lb. of depleted uranium (55lbs in each blade tip) allows the rotor to hold sufficient rotational energy when spun at approx. 500 RPM to lift the aircraft (weighs approx. 2600 lb.) up to 50' height & forward distance of 75' at 50 mph.
In slow speed flight the rotor spins at approx. 300 RPM. During high-speed flight above 100 mph the rotor will spin at between 75-150 RPM as it gets unloaded. But when landing or taking off the speed should be between 400-500 RPM. Jump take-offs are performed at about 500 RPM main rotor speed.
To commence vertical take-off the pilot uses a prerotatror set for slipping mode, to firstly spin the rotor up to 150 RPM which takes about 45 seconds. At that speed the prerotator clutch is switched to non-slip mode & full engine power is applied. Then it takes another 45 seconds to spin the rotor up to pre take-off speed (currently 500 RPM).
The pilot pulls collective steadily, taking pitch to a max of 10 degrees over about 4 seconds, then eases back to about 4 degrees - which is the normal forward flight pitch setting. The rotor by this time will have dropped back to near normal flight rotation speed (300 RPM).
additional info:
CarterCopter is a VTOL gyroplane projected to cruise at 400 MPH at 50,000 feet. It uses a rotor for vertical takeoff and landing and a small wing for high speed cruise. The rotor is powered only prior to takeoff and is always in autorotation during flight, like an autogyro. During high speed flight, the rotor is basically unloaded so there is no retreating blade stall and the rotor RPM is low to reduce drag. This offers the speed & efficiency of a fixed wing aircraft plus the off-airport abilities of a helicopter, all with much less complexity than tilt rotor aircraft and other vectored thrust aircraft such as the Harrier.
" Doing Vertical Take-offs and Landings with an UNPOWERED Rotor "
Does this explanation from Carter Copters' website make sense to a pilot, or are they
just 'blowing smoke' as we say here in USA?
The CarterCopter rotor is a high-inertia rotor. This means it stores rotational energy because of its weight & design. The 110 lb. of depleted uranium (55lbs in each blade tip) allows the rotor to hold sufficient rotational energy when spun at approx. 500 RPM to lift the aircraft (weighs approx. 2600 lb.) up to 50' height & forward distance of 75' at 50 mph.
In slow speed flight the rotor spins at approx. 300 RPM. During high-speed flight above 100 mph the rotor will spin at between 75-150 RPM as it gets unloaded. But when landing or taking off the speed should be between 400-500 RPM. Jump take-offs are performed at about 500 RPM main rotor speed.
To commence vertical take-off the pilot uses a prerotatror set for slipping mode, to firstly spin the rotor up to 150 RPM which takes about 45 seconds. At that speed the prerotator clutch is switched to non-slip mode & full engine power is applied. Then it takes another 45 seconds to spin the rotor up to pre take-off speed (currently 500 RPM).
The pilot pulls collective steadily, taking pitch to a max of 10 degrees over about 4 seconds, then eases back to about 4 degrees - which is the normal forward flight pitch setting. The rotor by this time will have dropped back to near normal flight rotation speed (300 RPM).
additional info:
CarterCopter is a VTOL gyroplane projected to cruise at 400 MPH at 50,000 feet. It uses a rotor for vertical takeoff and landing and a small wing for high speed cruise. The rotor is powered only prior to takeoff and is always in autorotation during flight, like an autogyro. During high speed flight, the rotor is basically unloaded so there is no retreating blade stall and the rotor RPM is low to reduce drag. This offers the speed & efficiency of a fixed wing aircraft plus the off-airport abilities of a helicopter, all with much less complexity than tilt rotor aircraft and other vectored thrust aircraft such as the Harrier.
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I don't know about the 400 MPH but everything else sounds OK. The only problem I see is if the pilot messes with the cyclic at that speed as the blade is at the low pitch setting and if the stick is moved some part of the blade will go below zero pitch and tuck under hitting the fuselage. That is, if they have a cyclic stick.
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The Cat
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The Cat
Guest
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For my money, the Moller M400 Skycar is still the ultimate solution to the "one-in-every-backyard" dream:
For a closer look go here:
http://www.moller.com/skycar/m400/
Paul Moller has even designed an entire infrastructure around it. A whole lot more practical than the Carter in my book.
Cheers
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You are welcome to visit HELIDRVR here
For a closer look go here:
http://www.moller.com/skycar/m400/
Paul Moller has even designed an entire infrastructure around it. A whole lot more practical than the Carter in my book.
Cheers
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You are welcome to visit HELIDRVR here
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Guest
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The design is the epitome of simplicity with one minor drawback. The hydrogen peroxide fuel must be of a very high percentage and not the kind you buy in a drug store (Chemist) and as such it is highly unstable. This same concept was used on the Redstone missile to drive the turbopumps that delivered the fuel and oxidizer to the rocket engine. In the convoy used in the deployment of the missile was a truck carrying a barrel of H2O2. It was always at the rear of the convoy. The internal barrel pressure and the liquid temperature were constantly monitored and if it looked like either the pressure or temperature were rising the barrel was kicked off the truck and very shortly thereafter it exploded bleaching everything it contacted. Getting into this aircraft is like strapping yourself to a bomb. The flying manpack used the same principle but it could only carry enough Hydrogen peroxide for a few minutes of flight.
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The Cat
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The Cat
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Lu, that sounds only slightly more dangerous than the Avpin we used to start the Napier Gazelle on the good old Royal Navy Wessex Mk1 many moons ago. Whenever we went on detachment, during the transit flight to the new base the crewman sat in the doorway with the container between his legs. If the engine should stop, his job was to immediately throw it clear of the aircraft. Being a monofuel it was lethal stuff, burning without oxygen.
