FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1963
1963 - 1305.PDF
. • , - .;-..... ..... j -. ... - . -. FLIGHT International, 25 July 1963 Bol05 This four-seat utility helicopter is conventional in layout, but offers the advantages of a twin-engine powerplant, which is unusual in an aircraft of this size. It also utilizes Bolkow's newly-developed rigid rotor, with four foldable glass-fibre blades. The Bo 105 has been projected by Bolkow, in place of the earlier two-seat B6104, to meet a German army requirement. A full- size rotor has been built under Government contract and is already running on a test- bed. A follow-up contract for construction of a prototype, powered by two 250 s.h.p. BMW 6022 turbines, is under discussion. If this is signed soon, the prototype could fly late next year. Rotor diam, 30ft lOin; length of fuselage, 26ft Sin; height 10ft; gross weight, 3,S50lb; max speed, 148 m.p.h.; cruising speed, 130 m.p.h.; max rate of climb at s./., 2,000ftlmin; hovering ceiling out of ground effect, 10,800ft; max range, 310 miles. Bo46 Three prototypes of the B646 are under construction, with fuselages manu factured by SIAT, to flight-test the remark able Derschmidt high-speed rotor system. Each will be powered by an 800 s.h.p. Turbomeea Turmo IIIB shaft-turbine, driving a five-blade Derschmidt main rotoi and six-blade conventional tail rotor. Flight trials are scheduled to begin late 'his year. Present helicopter speed limitations are due essentially to the fact that forward and rotational speeds add up on an advancing blade and subtract on a retreating blade. The Derschmidt rotor employs blades that lag behind in the advancing*stage and sweep forward in the retreating stage of each revolution. The controlled lead-lag move ment diminishes asymmetrical flow con ditions and delays compressibility effects on the tips of the advancing blades, and wind- tunnel tests have indicated that this will make possible helicopter speeds of up to 310 m.p.h. The Derschmidt rotor incorporates a relatively large star-shaped hub assembly and articulated glass-fibre blades sweeping 40 each side of neutral. The blades function in the same manner as a resonant pendulum, so that the blade-swinging mechanism requires power only to initiate and synchronize angular blade movement. Projected future applications of the Der schmidt rotor include a 24-passenger winged rotorcraft designated Bolkow P310. This would have a 3,200-3,400 s.h.p. engine (T55 or T64) at each wing-tip, driving for ward-facing propellers and intermeshing Derschmidt rotors. Estimated performance includes a range of 430 miles at 310 m.p.h. with 20min reserve fuel. Dornier-Werke GmbH PriedrichshafenjBodensee D«31 Two prototypes of this VTOL military tactical freighter have been ordered and the first is expected to fly late next year. It will be a high-wing monoplane, utilizing wth vectored-thrust and jet-lift. Each of 'he prototypes will have two Bristol Siddeley 'cfiasus 5 main engines, in underwing pods, plus two groups of three Rolls-Royce J^B.162 lift jets in wing-tip pods. The main 'anding gears will retract into the Pegasus nacelles, and the tailplane will be low-set. Gross weight for VTOL will be limited by available thrust to 44,0001b. The production model will differ con siderably. In place of the Pegasus 5s it will have two 9,0001b-thrust turbofans with jet deflection, and its twelve 4,5001b-thrust lift jets will be mounted in pods built on to the wings well inboard of the tips. The main undercarriage units will retract into fairings on each side of the fuselage and it will have a T-tail. Control during low-speed flight will be by reaction jets for the pitch axis, differential lift-jet tilting for yaw, and thrust modulation for roll. Fully-powered con ventional control surfaces will be utilized in cruising flight. The ERNO group of companies in north ern Germany will assist in construction of the Do31. Bodenseewerk Perkin-Elmer will produce the attitude-stabilization system and autopilot, with provision for eventual all- weather and blind-landing operation. In its production form, the Do31 will have a VTOL gross weight of 52,5001b and STOL gross weight of 58,4001b, with correspond ing payloads of 8,8001b and 13,2501b respectively. It will have a rear loading ramp for vehicles and bulky freight. Do32 Dornier's announcement and pub lic demonstration of this foldable, tip- driven, one-man helicopter came as a com plete surprise in May of this year, yet the first prototype had been flying since June 29, 1962. In the intervening months it had gone through a complete flight-test pro gramme. At the Paris Salon it was joined by a second prototype, and others are under construction. The Do32 has a cold-cycle rotor system. Its BMW 6012L powerplant consists of a 90 h.p. turbine coupled directly to a centri fugal compressor. The compressed air is ducted through the rotor hub and blades to ejectors at the tips, providing blade de- icing en route. This power system requires no gear, clutch, free-wheel, shafts or anti- torque rotor. No lag hinges or damping devices are needed in the rotor, and in the event of engine failure the compressed air pushes the collective lever down to the autorotation setting automatically. Flying controls are orthodox, with an overhead cyclic stick, collective lever with twist-grip power control, and pedals to control a rudder working in the jet efflux. It takes only five minutes to remove the aircraft from its container and get it into the air. The 12ft 6in container can be built as a car trailer and can serve as a take-off and landing platform. Rotor diam, 24ft 7 in; length of fuselage, I Oft 6in; max gross weight, 7051b; empty weight, 3421b; max speed, 75 m.p.h.; cruising speed, 62 m.p.h.; max rate of climb at s.l., 785ft/min; service ceiling, 13,000ft; range, 50 miles. Dornier Do3l model Roikow B646 model Bo/kow Bo/05 model Entwicklungsring Sud Museumsinsel 1, Miinchen VJ 101C Four years ago the Bolkow, Heinkel and Messerschmitt companies amalgamated their development teams, at the suggestion of the Federal German Defence Ministry, to form the Entwick lungsring Siid (EWR) and undertake the joint development of a VTOL intercepter. Following research with a ground test rig and a free-flight hovering rig, the develop ment programme is now being taken a stage further with two experimental prototype aircraft designated VJ 101C XI and X2. These aircraft are each powered by six 2,7501b-thrust Rolls-Royce RB.145 turbo- jets. Four are mounted in pairs in swivelling wing-tip pods designed.and developed by Rolls-Royce; the other two are mounted further forward, in the fuselage, in a fixed vertical installation behind the cockpit. This triangulated arrangement makes it possible to achieve hovering stabilization solely by varying the thrust of the wing- tip engines. Transition to forward flight is achieved by tilting the wing-tip pods to the horizontal position, while speed builds up until the wings provide adequate lift. Preliminary testing of the XI on a three- axis test stand began in December 1962. The first free hover followed on April 10 and during the next four weeks the XI was taken to a height of 100ft and flown for ward several hundred yards. To date,
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
