aerei curiosi

[Blue Sky]

Gluhareff EMG-300

1992

 

 

Eugene M. Gluhareff was born in St. Petersburg, Russia in 1916 immigrating to the United States with his family via Finland in the early 1920's.

An Aeronautical Engineer graduate of Rensselaer Polytechnic Institute in Troy, New York, he is a very well known jet engine and helicopter designer and inventor. His extensive experience was acquired over many years of association with leading companies in the fields of design, research and development.

He has been a part of helicopter development since its beginning in 1940 with Sikorsky Aircraft Corporation in Bridgeport, Connecticut as a primary design engineer and project engineer. He worked directly under Mr. Igor I. Sikorsky and Mr. Igor A. Sikorsky, Chief of Aerodynamics. It was there he invented and developed the Pulse Jet Engine, a one-man single bladed jet helicopter which he test flew himself and also a Delta Wing Convertiplane for the United States Airforce.

[Blue Sky]

Brantly B-1

1946

 

[Ospite intruder]

Spero non sia un doppione:

 

 

"The Emerald was an original design homebuilt aircraft of Stanley Hacha and it first flew sometime between 1988 and 1990. Engine in N5103C is reported as a Cuyuna 430R, but also as a 42 hp Rotax 447 is mentioned. The Emerald was aimed at the homebuilders market and could accept engines in the 30-40 hp range. Construction is all-metal and detachable outer wing panels allowed road transport and easier hangarage."

[Blue Sky]

Matra-Cantinieau MC.100

1951

[Blue Sky]

Kharkov Aviation Institute KhAI-27 "Kharkovchanin"

1970

 

[Blue Sky]

Hiller J-5

1946

 

 

To counteract torque this two-bladed-rotor experimental helicopter used not a conventional tail rotor but a jet thrust system. The latter consisted of a fan blower placed just behind the engine with a 'stove pipe' tail forward. Air was thus forced under pressure through the hollow fuselage into a tail orifice where vanes directed the jet thrust laterally.

Main rotor torque was effectively overcome, but this torque compensation system's power requirements proved markedly excessive at speeds greater than 64km/h. (Aviastar)

[Ospite intruder]

Kharkov Aviation Institute KhAI-27 "Kharkovchanin"

1970

 

 

No comment.

 

 

Spero sia "nuovo", questi accrocchi sembrano tutti uguali da quanto sono ridicoli:

 

 

Halsmer Aero Car 3

[Ospite intruder]

Mitico! E mi scuso se qualcuno l'ha già postato, ma non ho parole...

 

 

MAI X-3 1971

[Ospite iscandar]

Mitico! E mi scuso se qualcuno l'ha già postato, ma non ho parole...

 

 

MAI X-3 1971

 

Più minimalista di così le ali di icaro

[Blue Sky]

Hoppicopter Strap-On

1945

 

This company was formed in December 1945 to develop the idea of an ultra-light individual helicopter conceived by Horace Pentecost, who had designed an aircraft of this type and held full rights in it.

The earliest prototype was a portable helicopter, which was attached to the flier's back by straps and harness, and which had no landing gear.

The second model on the same general lines was also fitted with a motor-cycle saddle acting as the pilot's seat, and a tubular tripod assembly with three wheels as landing gear. It was this version which was developed further. The British Ministry of Supply, incidentally, showed interest in aircraft of this kind and two Hoppicopter models were sent to the United Kingdom, for testing.

A new type of helicopter, powered by small pulse-jet engines at the blade tips, was also developed by Horace Pentecost, who had mean-while become President of the Capital Helicopter Corporation, founded in 1954, on leaving the Hoppicopter concern and retaining his rights in his inventions.

 

Hoppicopter "Strap-On"

This ultra-light individual helicopter had two co-axial contra-rotating two-bladed rotors powered by a small two-stroke horizon-tally opposed engine developing about 20 h.p.

The body consisted of a tubular metal frame curved to fit over the pilot's shoulders and attached to the body by harness of the type employed in parachutes; the pilot's legs were used for landing.

Some twenty hops were made with the use of safety cables attached to the pilot, but this strap-on helicopter ended its career at the Smithsonian Institution in Washington.

Hoppycopter

[Ospite intruder]

Quando arrivi al fondo del barile, gratta che ce n'è ancora, anche se è solo un progetto:

 

 

Polyot "Yula":

Established in 1941, Polyot is one of the largest aerospace enterprises in Russia, with facilities extending over more than 15 km2 and up to 20.000 employees. During the Second World War it manufactured 3.405 Tupolev Tu-2 bombers and Yakovlev Yak-7 and Yak-9 fighters in 2 1/2 years; post-war products included 758 Ilyushin IL-28 jet bombers and 58 Tupolev Tu-104 jet transports. It remains state-owned. The Antonov An-74 series of STOL Iransports is in low-rate production.

 

Polyot manufactured SS-4, SS-7 and SS-11 strategic missiles, warheads, and first-stage engines for Zenith and Energiya rocket launch vehicles. Other products include many spacecraft and a variety of consumer goods under konversiya programmes. In May 2002, Polyot revealed its recent work on the Yula «strap-on» personal helicopter.

 

Polyot "Yula"

exoskelitor flying vehicle

 

English name: Whirlygig

 

 

Polyot announced on 22 May 2002 the successful test of this personal "assault and attack" helicopter, most details of which remain secret. Designed by Vyacheslav Kotel'nikov; telescopic fuselage and twin-blade main rotor; ramjet on each blade.

[Blue Sky]

Kaman KSA-100

1971

 

 

In 1971 Kaman produced and flew the SAVER - a Stowable Aircrew Vehicle Escape Rotorseat with telescoping blades. It was the world's first jet-powered autogiro. It was designed as a combat escape system to allow fighter pilots a means of ejecting from their aircraft and allowing them a means to fly back to friendly positions. During the Vietnam war many pilots crashed in the North without means of recovery back to the South. The SAVER was an option. Although it flew it was not considered a viable proposition and the research abandoned. The seat was capable of flying fifty miles.

[Ospite intruder]

Haufe Hawk 3

[Ospite intruder]

 

Herrick HV2A-4 Vertoplane/Convertoplane. Aircraft successfully operated in both Vertoplane and conventional modes and several in-flight conversions made, first on 25 Jul 37. Public demonstration 30 Jul 37 at Boulevard Airport in Philadelphia gained nationwide acceptance for Herrick, but no funds found for further development. Although known as " dean of convertible aircraft designers," ideas were supplanted after war by attempts of others to combine best features of helicopters and conventional aircraft.

 

This odd aircraft had a symmetrical top wing that could rotate. The idea was to have the STOL characteristics of the autogiro with the advantages of a fixed wing (speed and less drag) while cruising.

 

Gerald Herrick conceived idea of convertible aircraft based on rotor that could be fixed in flight or selectively released to allow "conversion" from conventional biplane into autogiro. After much wind tunnel experimentation, designed symmetrical airfoil (rotor) mounted as upper wing of a biplane on a strong central rotor pylon--permitted airfiol to be adjusted for aerodynamic control. In essence, upper wing was rigid 2- bladed rotor that converted into single cantilever wing. Could be tilted as it spun, thus, with symmetrical airfoil, presenting same shape to relative wind throughout rotation. Earlier Herrick aircraft, Vertoplane, flew initially Nov 31. Was a frail-looking aircraft powered by a tiny 3-cylinder Poyer engine of 48 hp. First flown as conventional biplane with long upper rotor fixed in position. Later flown as autogiro. When ready for take-off, rotor shaft would have a long rope wrapped about it, a group of men ran with the rope thus spinning the rotor much as a lawn mower is started. With rotor spinning, aircraft would accelerate and lift off as an autogiro.

Modificato 9 Gennaio 2009 da intruder

[FrancescoBaracca]

 

 

Mil Mi-4

[Ospite intruder]

Questo è un po' più strano, spero non l'abbia già postato Blue perché questi sgorbi ormai mi sembrano tutti uguali:

 

 

Hiller-copter 1

[FrancescoBaracca]

 

 

Focke Achgelis FA-330

[Ospite intruder]

 

Kamov Ka-137 1998

 

The MBVK-137 is intended for air reconnaissance, border guard, police and ecology patrolling, urgent air delivery of special-purpose cargoes in emergency situations, as well as for transmitting information data from dangerous zones.

 

Provision is made for three versions of the MBVK-137: automobile-based, airborne (carried by the Ka-32 helicopter), and ship-based.

 

The complex comprises:

 

Ka-137 multipurpose unmanned helicopter;

- ground control station provided with an operator’s workstation equipped with the helicopter control levers and console, data display system, TV and radio-control equipment. The Ka-137 is a coaxial-rotor helicopter provided with a spherical tailless fuselage, four-leg leaf-spring landing gear, and a piston engine.

By customer request, TV and thermal imaging cameras, radar, signal repeater and other equipment with a total weight of up to 80 kg can be installed in a special equipment compartment of the helicopter.

 

Interacting with a radio altimeter, a satellite navigation system and other systems, the helicopter’s automatic control system and onboard radio equipment, functionally interfaced with radio equipment of the ground control station, ensure Ka-137’s takeoff, hovering at a required altitude, en-route flight and landing in a given area. The Ka-137 can be controlled by introducing a flight program or directly from the ground control station by the operator. A combined control mode can be used.

 

 

 

 

 

 

 

 

 

 

Technical data for Ka-137

 

Engine power: 50kW

take-off weight: 280kg,

max speed: 175km/h

cruising speed: 145km/h

service ceiling: 5000m

hovering ceiling: 2900m

range: 530km

endurance: 4h

payload: 50-80kg

 

 

[Blue Sky]

Si Intru era già postato!

 

 

Kellett K1-X

1928

 

 

The Kellett Brothers, Wallace and Rod, became interested in autogiros and obtained a license under the Autogiro Company of America.

Wallace had been a World War I aviator and after the war had sold French-built Farman airplanes in the United States.

Rather than use the proven Cierva or Pitcairn designs, they went their own way. Their entry was described by Kellett's Engineering Report No.8 as an "extremely light, single-place experimental autogiro." It was designated the K1-X. The airframe was designed to receive any one of three rotor systems: a two-bladed rigid type, a three-bladed hinged type, or a four-bladed hinged type. The two-bladed type was the only one built. The original design was to use a 8.38m diameter rotor, but the diameter was increased to 9.91m. This required lengthening the fuselage to permit the rotor to clear the vertical tail surfaces when it rotated.

The rotor was of wooden monocoque construction using a Gottingen 449 airfoil faired into a 1.02x0.3m center section. The rotor hub and bearings to permit the rotor to teeter like a seesaw were housed inside the center section.

The fuselage construction was spot welded stainless steel angles. The Budd Company, auto body builders in Philadelphia, who were pioneers in spot welding stainless steel aircraft structures built the fuselage. (Aviastar)

The landing gear was made from welded steel tubing. The hydraulic shock struts had an 0.2m travel, using stacked rubber discs for taxiing. The wheels were equipped with 18x3 high pressure tires.

[Ospite intruder]

 

Secondo la didascalia è un homebuilt Russian...

[Blue Sky]

Secondo la didascalia è un homebuilt Russian...

 

Secondo me è uno scandalo!

 

Hiller HJ-1 Hornet

1950

 

[Ospite intruder]

Secondo me è uno scandalo!

 

Quoto.

 

 

Hughes XH-17

[Blue Sky]

Hughes XH-17

 

Già postato

 

Victa Model 67

1962

 

 

Well known for its two-seat Victa Air Tourer fixed-wing trainer, Victa's aviation division designed a small two-seat gyroplane, the Model 67. The prototype, which was designed by John Blackler, was registered VH-MVB and flew in May 1962. It was a neat machine with a tricycle undercarriage, twin-fin tail unit and a two-blade main rotor with a pusher propeller driven by a 180hp Lycoming engine. The prototype logged 150 flights and 20 hours of test flying time, but was abandoned due to financial constraints.

[Ospite intruder]

 

Hudson 2-2-E Thing

[Blue Sky]

Piasecki H-60/VTDP

2004

 

 

 

 

TYPE: New-concept rotorcraft.

 

Aviastar

 

PROGRAMME: Began with US Army contract to develop a compound helicopter incorporating the Piasecki VTDP concept for the AH-64 Apache and AH-1W SuperCobra. Programme objectives were met or exceeded by both the AH-64 VTCAD (Vectored Thrust Combat Agility Demonstrator) and AH-1W VTCAD configurations, resulting in increased maximum level flight speed; 50% improvement in longitudinal acceleration and deceleration capability in level flight; 50% decrease in turn and pull-up radius at speeds in excess of 176km/h and handling qualities at least as good as those of the baseline AH-64A and AH-1W. In addition, tactical simulations confirmed superiorly of the VTCADs over the standard Apache and AH 1W SuperCobra.

A separate US Navy contract, awarded in 1995 and valued at US$16.1 million, involved investigation into application of VTDP technology to the AH-1W(4BW)/AH-1Z four-blade rotor configuration. The Navy contract, recently completed, included ground testing of the full-scale VTDP and additional flight controls simulation and testing of the 4BW/ATDP configuration.

Piasecki then proposed flight demonstration of this technology to the Navy on an AH-1W(4BW), but instead was awarded a four-year US$26.1 million contract on 28 September 2000 for integration, testing and flight demonstration of VTDP on a modified Sikorsky YSH-60F. This flight test programme, to begin in 2004, will be conducted by Piasecki. The VTDP concept is being investigated by the DoD as an affordable means of upgrading the capabilities extending the service life of existing single main rotor helicopters such as the UH-1, UH/SH-60 and AH-64 until the follow-on Joint Replacement Aircraft is fielded some time after 2030. Most recently, the US Air Force selected the H-60/VTDP concept as one of a number of alternatives being considered as an upgrade or replacement, to be fielded as early as 2007, for its ageing HH-60G combat search and rescue helicopters.

By mid-2000, Piasecki had constructed and completed ground testing of a full-scale 2.44m diameter Model of H-60/VTDP compound helicopter duct and integrated five-blade ducted propeller. In addition to installation of this unit, modifications to the YSH-60F will include addition of lifting wings (from an Aerostar business twin) and integration of VTDP controls into the helicopter's existing mechanical control system, all of which is expected to add some 726kg to the demonstrator's empty weight. The increase in empty weight will be lower in production versions, which will employ a supplementary power unit (SPU) that will provide an increase in hover payload to offset the increased empty weight.

DESIGN FEATURES: The VTDP comprises a ducted propeller with integral vanes and spherical sectors to vector propeller thrust. It provides lateral thrust for anti-torque and lateral control, in lieu of a tail rotor, as well as forward thrust for auxiliary propulsion. Combined with the lifting wing, it provides for increasing speed to more than 370km/h; greater manoeuvrability; reduced vibration and fatigue loads; and consequent improvement in component lives and reduction in maintenance requirements and life cycle costs.

Piasecki estimated that a VTDP-based H-60 compound helicopter would have an unrefuelled combat radius of 1,411km following a rolling take-off, and 963km after a vertical take-off, representing a three-fold increase over the standard H-60.