Eurocopter X3 hybrid
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For the technically inclined, this Single Rotor - Reverse Velocity Rotorcraft Proposal is functionally similar to the X3. It was presented by Sikorsky at an American Helicopter Society forum 10 years ago.
Later, the wings as shown below, were added.
Dave
Later, the wings as shown below, were added.
Dave
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Apparently, Eurocopter thinks it can take the speed record away from Sikorsky:
Eurocopter eyes speed record as it resumes X3 test flights
Eurocopter eyes speed record as it resumes X3 test flights
Eurocopter will resume test flights of its X3 high speed technology demonstrator next month as it advances the concept towards a potential launch.
In previous rounds of testing the airframer took the X3 to 230kt, using only 70% of the aircraft's avialable power. The next flights will take it beyond this level, although Eurocopter declined to be more specific.
Jean-Michel Billig, the company's chief technology officer said the latest flight test campaign, the third for the X3, will attempt to answer questions thrown up by analysis of data from the two previous campaigns. This will include the performance of the main rotorblades at high speed and how the Fadec system operates when moving between the two flight modes.
Taking the X3 to a higher power will also allow Eurocopter to steal the speed record for a rotorcraft held by rival Sikorsky and its X2.
"That would be the cherry on the cake," said Billig."But my aim is not to break the record but to understand the physics involved. We have to mature the technology before we launch the product."
Billig estimates that technology from the X3 could be seen on production helicopters by around 2020.
Although the concept is being tested on the EC155 Dauphin, Billig said it could equally be used on the larger Super Puma or even something bigger still.
In previous rounds of testing the airframer took the X3 to 230kt, using only 70% of the aircraft's avialable power. The next flights will take it beyond this level, although Eurocopter declined to be more specific.
Jean-Michel Billig, the company's chief technology officer said the latest flight test campaign, the third for the X3, will attempt to answer questions thrown up by analysis of data from the two previous campaigns. This will include the performance of the main rotorblades at high speed and how the Fadec system operates when moving between the two flight modes.
Taking the X3 to a higher power will also allow Eurocopter to steal the speed record for a rotorcraft held by rival Sikorsky and its X2.
"That would be the cherry on the cake," said Billig."But my aim is not to break the record but to understand the physics involved. We have to mature the technology before we launch the product."
Billig estimates that technology from the X3 could be seen on production helicopters by around 2020.
Although the concept is being tested on the EC155 Dauphin, Billig said it could equally be used on the larger Super Puma or even something bigger still.
, Lockheed 
,Westland 
& Sikorsky
in the 60s & 70s did better. the French X3 is 50 years too late 
too much monkey motion 
and Too SLOW.
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Must admit to keeping my mouth shut on this one. The wings will unload the rotor to help with retreating blade stall (like AH-56 Cheyenne), but this solution seems to have greater complexity over the clean sheet approach of advancing blade. Interesting to see whether this can out dash X2...
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At alicopter's request (or not, as the case may be 
)
Dario Franchitti seems sold...
I/C
)
Eurocopter plans X3-type helicopter during next seven years
Flightglobal 12 Sep 2012
Eurocopter plans to build a production hybrid helicopter with side-mounted propellers - the architecture the manufacturer is evaluating with its X3 technology demonstrator - during the next seven years.
Chief executive Lutz Bertling says the technology will be implemented in a new helicopter during the next "six to seven years", with the new type being specified by the end of 2013.
He cautions, however, that the approval process will take more time than on conventional helicopters because of new certification requirements for the hybrid type.
Eurocopter has made a decision on which aircraft the technology will be introduced in, but declines to reveal its choice for the time being. Bertling says the technology is feasible for any helicopter category, from the medium Dauphin upwards to potential very-large helicopters in the future.
He says Eurocopter is studying helicopters which could accommodate 50 passengers, to replace small regional aircraft at slot-congested airports. He expects the higher speed will not only be a "game changer" in existing helicopter categories but will open up new operational markets, of which a regional commuter rotorcraft could be an example.
Oil and gas operations are another likely field for an X3-type medium helicopter. Bertling says an oil price above $80 per barrel triggers more remote oil field exploration. So with the rising oil price, higher speed becomes more important.
But he adds that emergency services and VIP operations could also be operational segments where the architecture would be welcome.
Flightglobal 12 Sep 2012
Eurocopter plans to build a production hybrid helicopter with side-mounted propellers - the architecture the manufacturer is evaluating with its X3 technology demonstrator - during the next seven years.
Chief executive Lutz Bertling says the technology will be implemented in a new helicopter during the next "six to seven years", with the new type being specified by the end of 2013.
He cautions, however, that the approval process will take more time than on conventional helicopters because of new certification requirements for the hybrid type.
Eurocopter has made a decision on which aircraft the technology will be introduced in, but declines to reveal its choice for the time being. Bertling says the technology is feasible for any helicopter category, from the medium Dauphin upwards to potential very-large helicopters in the future.
He says Eurocopter is studying helicopters which could accommodate 50 passengers, to replace small regional aircraft at slot-congested airports. He expects the higher speed will not only be a "game changer" in existing helicopter categories but will open up new operational markets, of which a regional commuter rotorcraft could be an example.
Oil and gas operations are another likely field for an X3-type medium helicopter. Bertling says an oil price above $80 per barrel triggers more remote oil field exploration. So with the rising oil price, higher speed becomes more important.
But he adds that emergency services and VIP operations could also be operational segments where the architecture would be welcome.
I/C
He appears to be easily impressed, that one.
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Over the next decade it will be very interesting to watch how the Xcubed and the X2 compete; and what their specific rotor characteristics are.
Last edited by Dave_Jackson; 18th Sep 2012 at 21:31.
Lets not downplay Eurocopter's achievement with the X3 which is far less complex than the Sikorsky X2 and therefore likely to be more affordable for the civil market.
But at the same time it is neither the" fastest helicopter" ( as it is a compound design) nor even the fastest compound helicopter....the Bell 533 went faster and all the claims so far are unofficial.
To make an official record one of these aircraft has to cover a measured distance in level flight witnessed by FAI representatives . So far there is no evidence that either the X3 or the X2 can sustain the high speeds to qualify ( The Bell 533 didn't either). Even if they do,they would have to be entered in the compound category,as was the Fairey Rotodyne which I believe still holds the official closed circuit record at 199mph. The true helicopter category requires the lift and propulsion to come through the rotor system,not aided by propellers or add on jet engines.That is why the Lynx still holds the official helicopter speed record.
P.S. The tilt rotor is yet another category!
Just thought someone should put the record straight.
But at the same time it is neither the" fastest helicopter" ( as it is a compound design) nor even the fastest compound helicopter....the Bell 533 went faster and all the claims so far are unofficial.
To make an official record one of these aircraft has to cover a measured distance in level flight witnessed by FAI representatives . So far there is no evidence that either the X3 or the X2 can sustain the high speeds to qualify ( The Bell 533 didn't either). Even if they do,they would have to be entered in the compound category,as was the Fairey Rotodyne which I believe still holds the official closed circuit record at 199mph. The true helicopter category requires the lift and propulsion to come through the rotor system,not aided by propellers or add on jet engines.That is why the Lynx still holds the official helicopter speed record.
P.S. The tilt rotor is yet another category!
Just thought someone should put the record straight.
Last edited by heli1; 13th Jun 2013 at 18:27. Reason: Spelling
Heli1
Eurocopter's excuse for exiting the FVL program was it would be too expensive to make an X-3 based demonstrator. Perhaps they know it is a one trick pony with no real world applications. However, they realize that highest speed and longest range will rule the future where we will most likely be island hopping. That means a tilt rotor.
The Sultan
Eurocopter's excuse for exiting the FVL program was it would be too expensive to make an X-3 based demonstrator. Perhaps they know it is a one trick pony with no real world applications. However, they realize that highest speed and longest range will rule the future where we will most likely be island hopping. That means a tilt rotor.
The Sultan
Sultan. I think the economics is another debate. Bell's most recent design,the Valor , with horizontal engines is a step towards reducing complexity and acceptability in the civil market but the tilt rotor still seems to be the Concorde as against the more utility X3. I guess it will be horses for courses as the tilt rotor will have undoubted speed and range advantages where those are needed but at a cost.
Interesting to compare with what Westland did with the Berp blade that made the Lynx speed record possible.
Instead of developing it to routinely go faster they used the technology more to increase lift and payload,hence on the AW101 they achieved the required performance with five blades,rather than the six that would otherwise have been required without Berp technology.
Interesting to compare with what Westland did with the Berp blade that made the Lynx speed record possible.
Instead of developing it to routinely go faster they used the technology more to increase lift and payload,hence on the AW101 they achieved the required performance with five blades,rather than the six that would otherwise have been required without Berp technology.
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I admire what both Sikorsky and EC have done with their respective compound demonstrators. I especially like that the efforts were privately funded. Both efforts had modest budgets and short schedules (at least by current standards), yet they both performed extremely well in testing.
EC withdrew their proposal for the JMR phase I contract. But that does not necessarily mean they've abandoned efforts aimed at FVL. EC has adequate financial resources to develop a JMR-type flight demonstrator on their own, and doing so would allow them to work in private.
EC withdrew their proposal for the JMR phase I contract. But that does not necessarily mean they've abandoned efforts aimed at FVL. EC has adequate financial resources to develop a JMR-type flight demonstrator on their own, and doing so would allow them to work in private.
