OTHER: Helicopter - Inside - Principal Assembly - ELECTROTOR-SloMo

• To develop and build the rotor and motor for the lightest, simplest, easiest to fly and most reliable, manned and unmanned electric helicopters possible.
• It is to incorporate; short span blades, collective by rotor rpm w/ torque-pitch assist, and cyclic control by weight shifting. It must have a low part count and eventually be the most economical helicopter that can be built.
• For installation in twin-rotor bilateral helicopter configurations, such as; Intermeshing, Interleaving, and Side-by-side; plus perhaps Coaxial and Tandem.
• The current intention is to develop the principal assembly for a Backpack helicopter. Then eventually after motor and rotor refinements put it on the SynchroLite's Fuselage. (for a weight increase of +/- 35 lbs)

1031_LAYOUT.dxf

• See; Helicopter database ~ Hover calculations Principal Assembly Electrotor-SloMo, Item 1031.html
• See; Auto-Collective - SloMo database ~ Torque-Pitch data and calculations. The current web page for this is DESIGN: Electrotor-SloMo - Control - Flight - Auto-Collective by Torque-Pitch - Calculations
• See; Motor database ~ Motor and Aero-rotor efficiency. The probable web page for this is Electrotor SloMo - Motor - Radial Flux - Specifications - XXXX
• There will have to be a web page on the relationship between the rotor's optimum efficiency etc., the motors optimum efficiency etc. and the compromise. Perhaps near the bottom of this page.

• Portability: The blades are removable for transportability and storage.
• Helicopter - Disk and Power Specifications for Intermeshing Configuration. Note that as the RPM increases the electric motor becomes more efficient but the aero-rotor becomes less efficient.
• Faster response to thrust demands by pilot: By giving variable pitch change based upon the power to the rotor. Electrotor-SloMo - Control - Auto-Collective by Torque-Pitch
• Reduced power requirement and slower rate of autorotation: An idea for increasing the disk area without increasing the weight-shifting control forces on the pilot. OTHER ~ Flight Dynamics - Rotor - Blade - Aerodynamic Twist. This may not work ~ see concerns on the page.
• Autorotation: The objective is for the two disks to be large enough to provide a relatively slow rate of descent, which allows the craft to safely descend until a conventional powered vertical landing can be made by the pilot using reserve power.
• Configurations: Intermeshing, Interleaving, and perhaps Side-by-side, Coaxial or Tandem configurations. Each one will have its own advantages and idiosyncrasies. A primary consideration may be Figure of Merit due to today's limited electrical storage capability.

• See; Electrotor-SloMo - Fuselage

• Unmanned Arial Vehicle (UAV). The induced velocity distribution throughout the total disk area should be quite good, particularly during forward flight. This is because the UAV would have a very small and aerodynamic central fuselage. Alternatively, there could be a pod below both rotor hubs. In these two pods would be located the batteries and payloads. There is no need for active blade twist. The ABC and ARR should improve the induced velocity distribution.
• The UAV supports (tripod or other) would probably have much shorter legs. The batteries and payload would be vertically closer to the rotors, and both would be very aerodynamic. This will mean that the blade precone angle of 6º should be reduced.

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