The other reason you don't need a lot of power to the tail during autorotation is that you don't have to overcome the torque of the main rotor. A smallish battery would be enough.
I completely understand PilotDAR's point about thinking about certification throughout the design process, but there's still a big difference between discussing innovations that obey the laws of physics and those that don't. |
I'm not sure how you'd train to cope with anything that causes a stuck main rotor actuator. |
Seeing as this thread is a slapstick offshoot of the Leicester aw169 thread. And using 10-15 % Q as TR power consumption on an aw169 , AEO xmsn rating of 1500 hp. The electric motor off the Cessna 172 will substitute nicely for a electric driven tr on the aw169 , though coming up short by 70 hp if you take 15% Q to be closer to what the mechanically driven version can muster. So you add the weight of a an Lyco 0-320(+10%) ..~300 lbs on to the tail end, ~350 lbs for the generator, ~600 lbs nose ballast , 400 lbs structural reinforcement. Voila....a perfect locomotive. A little sluggish in pitch when the electronic motor control gets buggy and the need for speed in the necessary autorotation occurs. There is no reason this can't work. You would expect an electric motor employed in human carriage at altitude to be quite reliable , say close to what the failure rates on an elevator motor might be. Speak to your millwright or elevator buddies as to what a cutting edge gearless motor in the 150 hp department might weigh......~2000 lbs. Making it aviation grade, you build the frame out of aluminium and use titanium bolts.~1700 lbs. I don't want wreck it for Star Wars fans around Christmas time but this I is fantastic ground bound technology. |
I trained for stuck collective and it was manageable. Washeduprotorgypsy - finally, the voice of reason:ok: |
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Thanks Gypsy for the morning laugh lol
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Originally Posted by Washeduprotorgypsy
(Post 10327325)
Seeing as this thread is a slapstick offshoot of the Leicester aw169 thread. And using 10-15 % Q as TR power consumption on an aw169 , AEO xmsn rating of 1500 hp. The electric motor off the Cessna 172 will substitute nicely for a electric driven tr on the aw169 , though coming up short by 70 hp if you take 15% Q to be closer to what the mechanically driven version can muster. So you add the weight of a an Lyco 0-320(+10%) ..~300 lbs on to the tail end, ~350 lbs for the generator, ~600 lbs nose ballast , 400 lbs structural reinforcement. Voila....a perfect locomotive. A little sluggish in pitch when the electronic motor control gets buggy and the need for speed in the necessary autorotation occurs. There is no reason this can't work. You would expect an electric motor employed in human carriage at altitude to be quite reliable , say close to what the failure rates on an elevator motor might be. Speak to your millwright or elevator buddies as to what a cutting edge gearless motor in the 150 hp department might weigh......~2000 lbs. Making it aviation grade, you build the frame out of aluminium and use titanium bolts.~1700 lbs. I don't want wreck it for Star Wars fans around Christmas time but this I is fantastic ground bound technology.
Originally Posted by [email protected]
(Post 10327390)
Washeduprotorgypsy - finally, the voice of reason:ok: "A steamship can never cross the Atlantic for it would consume more coal than it can carry." |
Where is the battery going to go and how much will it weigh?
The answer to most problems lies in battery technology and therefore size/weight vs power. In the future maybe but now???? Much the same is the improvements in steamship technology and efficiency did but it's not an overnight solution. |
"A steamship can never cross the Atlantic for it would consume more coal than it can carry." For sure some steamships took on more sea water than they could carry! |
Originally Posted by [email protected]
(Post 10327595)
Where is the battery going to go and how much will it weigh?
The answer to most problems lies in battery technology and therefore size/weight vs power. In the future maybe but now???? Much the same is the improvements in steamship technology and efficiency did but it's not an overnight solution. This thread isn't about the All Electric Rotorcraft it is about an Electric Tail Rotor so for the moment generator driven I would suggest. Battery technology is advancing, but I expect FW to take the lead on all electric flight. Don't dismiss the ETR because of battery technology. |
but I expect FW to take the lead on all electric flight. Don't dismiss the ETR because of battery technology If you are going for a generator you will need to drive it mechanically (MRGB most likely) = more weight/more complexity and the single point of failure ceases to be in the TR drive chain (as with conventional TR) but at the drive for the generator - how is that so much better? You could take a NOTAR and bolt the generator on in place of the fan but you still have a mechanical TR/Fenestron at the other end - again what progress/advantage? Perhaps just improve design/maintenance so people can't leave the nut off the end of the TR servo arm.......... |
Crab, I think the FW will see commercial benefits sooner, as the efficiency improvement is possibly greater.
The MGB already drives the TRDS and so no real added complexity... in fact layout could be made simpler. There would still be multiple generators, in fact I envisage load balancing. For example I can't see the need for full RIPS concurrent with long periods of high TR demand |
Originally Posted by Washeduprotorgypsy
(Post 10327325)
Seeing as this thread is a slapstick offshoot of the Leicester aw169 thread. And using 10-15 % Q as TR power consumption on an aw169 , AEO xmsn rating of 1500 hp. The electric motor off the Cessna 172 will substitute nicely for a electric driven tr on the aw169 , though coming up short by 70 hp if you take 15% Q to be closer to what the mechanically driven version can muster. So you add the weight of a an Lyco 0-320(+10%) ..~300 lbs on to the tail end, ~350 lbs for the generator, ~600 lbs nose ballast , 400 lbs structural reinforcement. Voila....a perfect locomotive. A little sluggish in pitch when the electronic motor control gets buggy and the need for speed in the necessary autorotation occurs. There is no reason this can't work. You would expect an electric motor employed in human carriage at altitude to be quite reliable , say close to what the failure rates on an elevator motor might be. Speak to your millwright or elevator buddies as to what a cutting edge gearless motor in the 150 hp department might weigh......~2000 lbs. Making it aviation grade, you build the frame out of aluminium and use titanium bolts.~1700 lbs. I don't want wreck it for Star Wars fans around Christmas time but this I is fantastic ground bound technology. |
dClbydalpha -
The MGB already drives the TRDS and so no real added complexity. Petit plateau - but how much do the TESLA batteries weigh? |
Less moving parts. Less maintenance. Less unfriendly lubricant. No need for TRDS alignment. More freedom in tail rotor design compromise. More options in MGB layout. I'm sure there are more. Why keep asking about battery weight? A claim was made earlier about motor weight ... I think people are answering that and that alone. |
Better control of noise footprint. Less moving parts. Less maintenance. Less unfriendly lubricant. No need for TRDS alignment. More freedom in tail rotor design compromise. More options in MGB layout. I'm sure there are more. Able to switch it off in event of un commanded full pedal... |
Originally Posted by petit plateau
(Post 10327712)
Tesla Model S motor weight is 70 lbs for 362 hp (see https://chargedevs.com/newswire/elon...uction-motors/). Compare that with your stated 2000 lbs for 150 hp.
and how big will your generator need to be to power that beast? seeing pics of the tesla motor, it's the size of a large beer cooler, or to be more accurate the size of many americans beer bellies. there's the battery with mood killing weight option to charge up and store that huge thirsty electrical appetite, or an equally sized (if not bigger) generator needed to power the motor live. And the bigger the generator, the bigger the power robbed, and the bigger turbine engine required to drive it all...its all relative isnt it? And relatively speaking, it all just keeps getting bigger and heavier. I'm no electrical wizard by any means, but to get that published HP, knowing they use a 100KWh battery, thats alot of juice to be squeezed from a small bolt on generator. |
Originally Posted by GrayHorizonsHeli
(Post 10327883)
I'm no electrical wizard by any means, but to get that published HP, knowing they use a 100KWh battery, thats alot of juice to be squeezed from a small bolt on generator.
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Better control of noise footprint. Less moving parts. Less maintenance. Less unfriendly lubricant. No need for TRDS alignment. More freedom in tail rotor design compromise. More options in MGB layout. I'm sure there are plenty of problems with maintaining electric motors in the aviation environment and Elon Musk already acknowledges the issues with cooling high performance motors. As to noise footprint - the TR still has to move the air whether it is driven my a driveshaft or an electric motor and the unequally spaced blades that already exist in modern TR, especially Fenestrons, have already significantly reduce noise footprint, It seems an odd solution to a problem that hardly exists, especially since the crash that sparked this discussion doesn't look likely to be a TR drive failure anyway. BTW I wouldn't hold up RIPS as a great success - it is very power hungry and heavy. |
Originally Posted by [email protected]
(Post 10327998)
but will you match the power and controllability of a conventional TR?
... Elon Musk already acknowledges the issues with cooling high performance motors. ... It seems an odd solution to a problem that hardly exists ... BTW I wouldn't hold up RIPS as a great success - it is very power hungry and heavy. Cooling high performance motors is where the major advancements in design and production have occurred. HEVs are major driver for this. A problem that industry have been asked to provide solutions to. So somebody thinks it exists. BTW RIPS is an example where industry has moved to make helicopters more viable. It being power hungry is exactly my point. The technology is here, the engineering is possible. The question is whether the economics will move us in this direction or elsewhere. |
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