Vision of opportunities...

 

  About the project

 

   The site you entered, presents a non-conventional aircraft, which I invented and continue developing from a time ago, as one of my personal projects. The aircraft implements a some abstract conception and can be considered as composition of two things in respect of their operations. The things are: lift, i.e. elevator and glider. So it can be named as “liftglider”, but I selected other name: “liftoplane”, since it more close to airplane, which is powered aircraft, instead of glider, which is non-powered. The liftoplane is also powered aircraft, but has significant benefits over airplane in respect of having highest propulsion efficiency then any other aircraft. It has the propulsion efficiency for most in flight operations more than 99 percents. The feature follows from the conception, which I reference as “flying elevator” conception.

 

  The conception is explained in details in the topic ““Flying elevator” conception”, but generally it can considered as a lift moving in any vertical direction over a wire suspended below a glider in flight. The conceptual system is pure mechanical in respect of powering of the conceptual lift, and the power is not consumed for propulsion at all. Gravity force, applied on the conceptual glider, provides entire propulsion for the system. This relation between the powering and propulsion provides the high propulsion efficiency, which I mentioned above.

 

  The liftoplane is also kind of cyclorotor aircraft in respect of its appearance. There is long time trend toward developing a cyclorotor aircraft capable for manned flight, but it still doesn’t succeed. I consider some misconceptions disabled accomplishing of the task, what I discuss in the topic “Cyclorotor aircrafts”, but mainly tendency for having in such aircrafts capability for vertical takeoff and landing (VTOL) was the misconception. The liftoplane is not kind of VTOL aircraft, and it is not capable for such operations. Only following the “flying elevator” conception permits to accomplish the manned flight.

 

  As I pointed above, the conception considered the lift moving in any direction. And it is reflected in ability of the liftoplane for recuperating energy upon descent or upon dropping speed with same efficiency as for the powering. High torque electrical engines with accumulators are used for the powering and recuperation. The engines act toward rotors directly, without any powering gears for avoiding respective power loss and maintenance issues, which for compare exist for helicopters. The recuperation permits for the liftoplane high rate of descent and ability of replenishing empty accumulators for having energy for accomplish approaching and landing operations.

 

  Also the liftoplane can glide with steady rotors, having moderate lift to drag ratio (LDR), such as 14 and above, dependently from its scale and aspect ratio. The ability permits enough level of safety in case of an electricity outage. Both rotors have common powering shaft, and entire aircraft can fly on one engine in case the electricity outage occurred for other, additionally increasing the level of safety.

 

  The liftoplane uses a specific system of low-level handling of rotors, which can be referenced by a state of them. Details of it are explained in the topic “PGS-state”, but generally the state can be considered as 3-components vector from values “pitch-gain-skew”. The aircraft is adhered to the system by having a specific steering mechanics, which I reference as “four-gears pitch steering scheme”. Details of it are explained in the topic “Four-gears pitch steering scheme”. Particular diagrams of operations of rotors for the scheme are represented in this topic also.

 

  The liftoplane also uses a specific system of high-level handling of rotors. Details of it are explained in the topic “Biangular handling”. Generally the biangular handling permits to have some pair of handling parameters invariable to changeable airflow condition, which can be compared for airplane as angle of attack (AoA) and flaps angle. The system acts through interaction with in-flight computer from joystick in pilot fingers toward mechanics of the low-level handling of rotors.

 

  The biangular handling has requirement for entire aircraft to follow airstream for having steady reference frame relative the airstream. Stabilators and specific Stream Deviation Tube (SDT), which actions in details are explained in the topic “Stream following mode of operation”, support the ability.

 

  The aircraft functionality was undergone detailed modeling on basis of many physical aspects, mainly aerodynamic aspects. Details of it are explained in the section “Modeling”. Generally specific elements of such aspects are: extended polar data, using inflow instead of inductive drag, generalized inflow model and wings interference.

 

  The modeling was accomplished for all principal operations of typical entire flight. Set of 3-D animated images was created from result of the modeling by using CAD software. See it in the topic “Operations”.

 

  The modeling, construction and much of illustrative material of the liftoplane are directed toward a two seats experimental model, which is a near target for building this kind aircraft capable for manned flight. Aircrafts of higher scales can be built after it, utilizing the primary experience.

 

  The aircraft has set of options for enhancing and gaining benefits over particular aspects of operation and usability. Details of it are explained in the section “Options”. Generally they include solutions for decreasing of remained vibrations, increasing aspect ratio, subsonic flight and hybridizing with a combustion engine. The last permits high range flights.

 

  Evolution of feasibility of implementation of the “flying elevator” conception is represented in the topic “From “wired wings” to cyclorotor”. I used the biangular handling originally for modeling of these “wired wings” aircrafts.

 

  I entered for patenting the aircraft more than three years ago. I am in patent pending and have the publication US20160376003A1, which can be viewed also on the Google site: https://patents.google.com/patent/US20160376003A1/en.

 

 

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