Amazing airplane seen at Camarillo air show.
Roger Parker built this over a long period.
As I recall he started in 1993. The fuselage was made
in a female mold by Rich Trickle of KIS fame.
The wings are glass over foam. This is the real thing
and not a mockup. All parts work. Rather brilliant
design and much like a VTOL F35. Roger was also friends
with Vance Jaqua. Taxi test will be performed at Camarillo
this week.

Right now it is powered by a Toyota Supra turbo six that weighs
375 pounds. All three fans are driven by shafts
and Boston right angle cast iron gear boxes so it is
a bit over weight and under powered. Roger is looking for a gas turbine
around 800 HP. He might eventually settle for a 300 pound, 800
HP turbo 3 rotor if we are lucky.

The rear ducts rotate 90 degrees from pure lift to pure thrust. He is
well
aware of the drag on the ducts so his expectations of top speed are
realistic.

Counter rotating props are cut
down IVO but those will not be used for the final design.
He will need variable pitch props to control roll and pitch
in the hover and VTOL mode.

Roger, here is Perry Mick's web site address  on his ducted fan
LongEZ for your info.

http://www.bridgingworlds.com/duckt.htm

Paul Lamar ...No rotor no motor.

Pretty cool! I've made some sketches over the years trying to accomplish
something similar with the canard configuration. I had one drawn up with
three turbofans, vectored thrust on the two rears, and the front one
only vectored downward and shutdown in forward flight. Another one with
large open props. Paul you might still have some of my old 3D sketches.
More recently I saw a program on the Osprey, got me thinking about it
again. I was thinking of making a mini-Osprey with a more conventional
(non-canard) layout with a Bonanza v-tail.

Perry

No doubt about it the V22 is faster than a ducted configuration.

--
Paul Lamar ...No rotor no motor.

PERRY,  would'nt it be easier to do something similar to what CARTER
of Cartercopter is doing. I, know Paul, isn't impressed with their
record so far. But I, think they have promise.
Clifton.


It is not just me. Sir Issac Newton would not be impressed.
When the blade going aft is not moving relative to the air flow
the helicopter or gyro copter will roll over and fall sooner rather than later
regardless of ANYTHING you do to the blade unless Carter can come up
with some anti gravity device. Yes you might fly for awhile slightly
beyond that point by transferring the lift to a wing but not much faster.
Now the entire rotor system becomes the cargo, rotating or not, and
adds a whole lot of drag.

http://www.globalsecurity.org/military/systems/aircraft/xv-2.htm

Quote:
"One design strategy is to fly the rotorcraft fast enough to transfer
lift to separate wings and then stop and fold the rotors. From this point
in cruise flight, the aircraft is basically an airplane, and maximum speed
is a function of aerodynamic design and engine power. Rotor blades, which
are generally flexible, are difficult to stop or start during forward flight
because of the severe stresses and forces resulting from the blades’ flapping
in the wind.

A stowed- or stopped-rotor aircraft has never flown. Full-scale models
of both stowed-and stopped-rotor systems have been tested in the National
Aeronautics and Space Administration (NASA) wind tunnels at Ames Research
Center.

NASA and the Defense Advanced Research Projects Agency developed and tested
technologies for a different concept with very high-speed potential during
the 1980s called an X-wing, but the program has been scaled back to a low-level
research effort. A four-bladed rotor provides vertical thrust like a helicopter
rotor for takeoff and low-speed flight and is stopped and locked into an “X”
position relative to the fuselage and serves as a wing for high-speed cruise.

The X-wing design, if lightweight enough, could hover as efficiently as a
helicopter and fly as fast as a jet. The RSRA/X-Wing vehicle was a
proof-of-concept stopped rotor aircraft configuration which used rotor
blades primarily constructed of laminated carbon fiber. Delamination of
the main spar during ground testing demonstrated that significant
interlaminar stresses were produced. Analysis confirmed the presence
of out-of-plane load components." End of quote.

The heaviest part of an airplane is the wing spar. Not counting
the engine and gear box.

If you build an X rotor with thick and strong enough rotor spars to support
the weight of the aircraft when the rotor is stopped the weight
of the now useless fore and aft wing becomes the cargo and adds drag.
Furthermore the airfoil required when the X rotor is rotating is entirely
diametrically opposed to the airfoil required when the X rotor
is stopped.

The V22 scheme is better and it is proven. Here are some pictures
I took.

Paul Lamar ...No rotor no motor.

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