New kind of heavy VTOL aircraft


New kind of heavy aircraft isn’t needed in any runway for take-off and landing

Author: Judbarovski David, system engineering, retired engineer

judbarovski@gmail.com , Linkedin.com: David Judbarovski

[3735]-15.05.2017 and [3724]-30.04.2017

 

My transport invented is breakthrough better (i.e. much cheaper and simpler, more than twice quicker, with much better aerodynamics and more flexible and better scalable characteristics and so on) vs. the best analog in the world, being took by me as a prototype here, the Boeing Pelican ULTRA (Ultra Large TRansport Aircraft) was a proposed ground effect fixed-wing aircraft under study by Boeing Phantom Works.

Intended as a large-capacity transport craft for military or civilian use, it would have a wingspan of 500 feet (150 m), a cargo capacity of 1,400 tons (1,300 metric tonnes, for example with 17 tanks M1 Abrams), and a range of about 10,000 nautical miles (18,000 km). Powered by four turboprop engines, its main mode would be to fly in ground effect 20–50 ft (6–15 m) over water, though it would also be capable of overland flight at an altitude as high as 20,000 ft (6,100 m) albeit with a decreased range of about 6,500 nautical miles (12,000 km). It would operate from conventional runways, with its weight distributed over 38 fuselage-mounted landing gears with 76 wheels. There has not been any further information about this concept since 2002 [ 1]

 

My concept of a heavy aircraft uses for vertical take-off and landing a service airship with variable volume in process of transforming its content being NH3-gas (being lighter than air) in liquid ammonia by simple pressing as 20 bars, when take-off, and from its liquid form in the gas, if landing.

A kite in a form of a plate named here as kite-plate, creates additional lift force up to full compensation the gravity force of the said assembly comprises the heavy aircraft + the airship + the kite-plate, and such compensation can be at quite small horizontal velocity, while NH3-gas is turn fully in compact liquid form inside the airship down to minimal frontal cross-section, so with negligible drag force in further flight at first up to reaching the cruise velocity can be about 900 km/h. The kite-plate is tilted at controlled position to the route vector up to a reaching of the end of the route and the landing, when transformations of the airship and the ammonia and the kite-plate are made in reverse order up to the landing.   

 

For example, my concept is an aircraft being 1400 ton practically net weight, because uses for only one engine can be GEnx-1B64 turbofan of 6.0 ton dry weight, 70,000 kW, while 900 km/h consumes 60,000 kW. Its fuel can be the same ammonia content of the airship. To reach parity of the kite-plate lift force to the assembly gravity force including the ammonia weight of 2150 ton including 750 ton as a fuel for there and back totally up to about 35,000 km, the kite-plate is 3500 m2 (45 m/s, 190,000 kW-draft).  The start volume of the thin wall airship is 430,000 m3 with height 90 m and length 550 m at small pressure for a shape keeping.

 

For comparison, the above-mentioned Boeing Pelican ULTRA  has:  

General characteristics

  • Length: 400 ft (122 m)
  • Wingspan: 500 ft [1] (152 m)
  • Height: 18.3 ft (fuselage bay interior) (6 m)
  • Wing area: > 43,000 ft2 (>4,000 m2 [2])
  • Useful load: 2,800,000 lb (1,400 tons) (1,272,727 kg (1,273 metric tonnes))
  • Powerplant: 4 × turboprops, 80,000 hp[1] (59,656 kW) each

Performance


References:  

[1] https://en.wikipedia.org/wiki/Boeing_Pelican    

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