Helicopter design, Interactive 3D Computer Graphics Applications Development Services; technology business consulting, visualization, previsualization applications, application prototyping, performance animation, rapid content prototyping, digital story UNDER CONSTRUCTION UNDER CONSTRUCTION Click on picture above to go back to Home page QuantumWorks AeroMech Division d.b.a. QuantumWorks Aerospace Corporation (QAC) This division is developing products to fulfill strong validated current market needs for both electric/hybrid vehicles and aerospace, both unmanned UAVs, (a.k.a. Drones) and manned. QWC has contributed to the Hybrid Electric Powertrain system developments at various companies, most notably, EVDrive Inc. (offices/labs in Portland, Oregon area). QWC staff headed up development of electric powersports products for MotoVox/APT where some of these and the AWD e-UTV engineering feasibility prototype were developed, which is discussed below.
With QWC contribution and support EVDrive has built a number of electric and hybrid electric vehicles, one most notable is a powersports industry milestone in UTVs/side by side vehicles - a vehicle capable of high performance high and low speed torque vectoring and 'zero-radius-turns' to get riders out of tight spots on and off the trail - and this. QWC and it's partners are involved with development efforts that are in various stages of fund raising and engineering that include: most successful prototype and low-volume ELECTRIC and HYBRID ELECTRIC POWERTRAIN development and vehicle work being done today has been at strategic partner EVDrive Inc. (QWC co-founder is co-founder of EVDrive Inc. Other work in ELECTRIC POWERTRAIN areas include: Modular Battery Systems for Electric Vehicles ( ); Range Extenders for Electric Vehicles, and the, such as this supercar, a High Performance Hybrid Electric Exotic Sports Car and economy and performance enhancing add-ons for SUVs, RVs, Trucks and other vehicles. Located here and a located here. In the manned aerospace vehicle world, the QAC-821 8 place helicopter concept we developed is discussed below.
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There are also 2 place scaled down versions of this helicopter design as well as UAV designs and new design for unique payloads for UAVs addressing strategic markets such as fire prevention and real-time terrain/structure/vegetation analysis. The most notable Aerospace project, which can be discussed, is the QAC-821 World Class Flexible Utility Helicopter Concept Project. This flexible well-thought out concept design has not yet to be funded to the point to create production level CAD for fabrication.
Investors are being sought to fund the multi-phase program to take this project to 4 prototypes, testing and certification, ready for production in almost any country. The Phases are summarized below. TYPICALLY a program like this that includes test, FAA cert and production start should run a min. At $180-200m in the US, in year 2000 prices, so more now. If your investors don't have this amount of funding ready - this project is bound to fail, and the customers/investors/etc must know this and what to commit to prior to project start. For such a project done in your country it may cost more - how much more, we don't know costs in your country.
Most importantly, if ALL of this funding is not in place from the start, the project will fail - this summary is based on our current and past team members experiences who have both managed and been part of similar aerospace programs. QAC also performs design, analysis and prototyping services for client projects as well. QAC's development partner, MPAS, facilities are located on Long Beach Airport, California. MPAS has 10,000 foot hanger space, 100 foot by 300 foot tarmac space and has performed many major structural re-design projects on existing helicopters, such as Eurocopter AS350, Bell Jet Rangers, Bell Huey/Cobras, and Hughes 500/OH-6s, which all have received full FAA certifications. MPAS has the following helicopters at its disposable for client projects: 2 AH1-T Cobras, 2 OH6-A Loaches, 1 UH1-K Huey and 1 UH1-B Huey and various mockups/props of many other aircraft, helicopters weapons and related systems. MPAS has performed many projects for the entertainment industry where detail and realism is paramount.
For listing of other research, design and development projects and services offered by the QAC team, please also refer to our research services web-site at The QAC-821 project entails the development of a world class eight-place light-single turbine helicopter in 5,000 pound class category, based on proven state-of-the art technologies currently used by the World’s leading helicopter manufacturers. This all-new model is designed to be specifically for international manufacturer through licensing, with the performance and specifications to make it quite competitive against existing models in its class category worldwide. The vehicle will be FAA type certified and will be offered in three engine configurations; piston, single turbine and dual turbine. The project plan and team assembled will ensure both; that the “total lifecycle design” is cost-effective, low risk, and optimized for licensed manufacturer and that the vehicle meets and exceeds the end user’ requirements for truly performing more 'work for the customer at lower overall cost'. The plan allows investors (with foreign interests) to participate in the technology transfer program of the projects' state-of-the-art design and manufacturing processes by providing their local industry with self-sufficiency in helicopter manufacturing. QAC-821 Flexible Utility Helicopter Concept Development Project Market Needs.
In 2001 commercial helicopter operators in Oil & Gas reported the largest amount of revenues (41% of the total reported) followed by Air Medical Services at 29% and tour operators at 7%. US operators estimated that revenues increased an enormous 41% between 1999 and 2001 and will continue at near that rate into the future.
Commercial operators represent 63% of the total market. Corporate/Private operators represent 22% and Public Service 15%. Commercial operators operate 81% of the helicopters with Corporate/Private at 6% and Public Service at 13%. The average fleet size of Commercial helicopter operators was 10.2 helicopters, Corporate/Private 2.0 and Public Service was 7.0 Light-single turbine helicopters represent 49% of the total helicopters operated.
Light-single turbines fly 57% of the total flight hours. Approximately 150 new turbine helicopters have been delivered to US operators in 2000. While the industry predictions for US helicopter operators look promising, they represent a fraction of worldwide demand for light long-range civil helicopter. Through 2005, Asia predicts a market capacity of 350 new turbine helicopters in Siberia, 300 in China and 250 in Indonesia and Malaysia. High import tariffs and high cost of licensed assembly of existing U.S.
And European models prevent them from entering Asian and other world markets. Additionally, requirements for the design of this helicopter were developed/outlined during many meetings with Russian Mi-34 project engineers at Mil Company in Moscow and here in the states, helicopter operators based in St. Petersburg, and from essential feedback from other helicopter operators from around the world going through overhaul courses and pilots training at Robinson helicopter company in Torrance, California. QAC-821 Here is what many owner/operators worldwide really wanted their helicopters to be. Low initial purchase cost Low while in operation required maintenance High - time between overhauls Low number of in-service repairs Utilitarian Flexible design - perform more then one mission High performance - agile Safety - crashworthiness above all competitors Low operating cost - fuel efficient Ability to allow owner overhauls Easy to maintain - accessibility Parts interchangeability All weather operation Low noise - neighbor friendliness There is no doubt that Robinson R22 and R44 helicopters are the best things to happen in general aviation since the Piper Cub.
An experienced eye will notice that, even though R22 makes the best trainer money can buy, its assembly, maintenance and service techniques suggest a homebuilt kit machine. The fact that it has become so successful underlines Frank Robinson's excellent skills as a designer and entrepreneur. R44, on the other hand, is a far cry from R22. It is a product of quarter century of refinement and improvement upon R22s success and today remains the finest production helicopter for the masses. While having improved on everything from production methods to ease of operation and maintenance, R44, being a direct descendant of R22, retains many of R22s weak points. Ability to fly passengers only and not being able to perform any other tasks has been the major complaint from otherwise happy owners of this machine.
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Other quirks, like the capricious clutch actuator, fan-wheel and belt drive are simply tolerated because nothing in its price range comes even close to the performance it offers. During his employ at Robinson Helicopter Company, QAC's President and Chief Engineer noted the real needs of helicopter owners, operators, technicians and passengers and since leaving this employ has interviewed many of these people to help formulate with his new team and develop the cost-effective next step beyond these great current products.
The QAC-821 Utility Helicopter Project is the result of this work. General Data Comparison The first Four columns are for single turbine aircraft. The last column is just for comparison to one of the most successful helicopters produced today from Robinson Helicopters of Torrance, California.QA-821 estimates are results of preliminary engineering and are intended for comparison purposes only.
QAC-821 Single Turbine model Agusta A119 Koala Bell 407 AS350 B2 R44 Raven II Empty Weight: 2,540 lb. 3,152 lb 2,635 lb 2,584 lb 1,506 lb Gross Weight: 5,700 lb. 5,997 lb 5,000 lb 4,960 lb 2,500 lb Useful Load: 3,160 lb 2,845 lb 2,365 lb 2,376 lb 994 lb Rotor Diameter: 42 ft 36.09 ft 35 ft 35.07 ft 33 ft No.
All simulators run sophisticated software that replicates an aircraft flying. To achieve this, it must mimic the interaction between the aircraft and the air it is moving in, while also keeping track of its position and orientation in the world. To 'immerse' the user in the flight experience, this world must be simulated to a great degree of realism. Consequently, simulation software not only concerns flight models and aerodynamics, but also a great deal about roads, seas, rivers, landmarks, hills, mountains, weather, buildings and ground textures. Because of its complexity and the broad range of functionality required, all simulation software packages can be seen as a bunch of modules that are each responsible for replicating one particular aspect of the flight experience. Modules that are always part of a flight simulator package are the flight, weather and landscape engines.
In reality, this modularization is far more complex than presented here. Another common feature is the fact that the modules are extendable, meaning that you can extend or change the functionality of the basic software.
So, you can choose more detailed landscape meshes and textures, or create a new flight model along with a new aircraft type. These extensions are called add-ons, and there are a lot of them, which greatly enhances the maturity level of flight simulation. Flight Simulator Helicopter Model Add-ons Without a doubt, one of the coolest things about flight simulators is that there are add-ons for virtually any aircraft you can think of. So, you’ll always be able to find your favourite.
Development You can also design your own aircraft model and scenery. Doing this requires the use of a Software Development Kit (SDK). Each simulator package has its own set of tools and APIs with which to develop aircraft models, traffic and scenery. There are also some third party tools that have been designed to make a developer's life easier. If you want to get started quickly, visit one of the links set out below.
Dc.contributor.advisor Layton, Donald M. Dc.contributor.author Drake, Robert L.
Dc.date September 1986 dc.date.accessioned 2012-11-27T00:15:44Z dc.date.available 2012-11-27T00:15:44Z dc.date.issued 1986-09 dc.identifier.uri dc.description Approved for public release; distribution is unlimited enUS dc.description.abstract The conceptual phase of helicopter design requires that many calculations and iterations be completed. Often specifications are exceeded in the latter stages of the design, requiring a complete rework of the design to being these specifications within limits. This thesis develops a program to be used in the Helicopter Design - AE-4306 course taught by the Department of Aeronautics at the Naval Postgraduate School, Monterey, California to alleviate many of the tedious calculations required in conceptual design development. This program provides the student with the ability to perform trade-off studies to enhance design parameters.
EnUS dc.description.uri dc.format.extent 154 p. EnUS dc.language.iso enUS dc.rights This publication is a work of the U.S.
Government as defined in Title 17, United States Code, Section 101. Copyright protection is not available for this work in the United States. EnUS dc.subject.lcsh Aeronautics enUS dc.title Computer program for conceptual helicopter design enUS dc.type Thesis enUS dc.contributor.corporate Naval Postgraduate School (U.S.) dc.contributor.department Department of Aeronautics dc.subject.author Helicopter performance enUS dc.subject.author IBM PC compatible enUS dc.subject.author Conceptual helicopter design enUS dc.subject.author BASIC language enUS dc.subject.author Trade-off studies enUS dc.description.service Lieutenant, United States Navy enUS etd.thesisdegree.name M.S. In Aeronautical Engineering enUS etd.thesisdegree.level Masters enUS etd.thesisdegree.discipline Aeronautical Engineering enUS etd.thesisdegree.grantor Naval Postgraduate School enUS Files in this item.
Helicopter Design Basics
Description by Dr. Eric Hollmann and M.
Model Helicopter Design Software
Hollmann Brand new book describes how to design helicopters, gyroplanes and compound helicopters such as the XH-51A and the Rotordyne. Many basic computer programs that run under Windows 95/98 such as: HPERF.BAS for helicopter performance in forward flight and hover. ROTOR.BAS used for rotor blade dynamics, flapping, bending moments, airloads, rotor tilt, blade pitch for any azimuth in hover and forward flight. CHDYNAM.BAS stability program for compound helicopters and helicopters. Plot programs for airfoils: NACA 8-H-12, NACA23012, RXM13Gyro, Eppler E 361, NACA0012, RXM Stopped Rotor.
PPLOT1.BAS calculates airfoil structural properties for Clark Y airfoil of any thickness. ARTROTOR.BAS determine the bending moments, deflection, centrifugal force of an articulated blade in hover. RIGROTOR.BAS bending moments, deflections, CF for rigid blades in hover.
Uses finite difference method. PPERF.BAS rotor/prop performance program developed by Peter Talbot at NASA. GYROPERF.BAS gyroplane performance for power required and power available plots. JUMPSTRT.BAS jump start performance for gyroplanes using a prespin system for the rotor.
These engineering tools are a must for any rotorcraft designer. For Windows /XP. Related products.
Analysis: Rotor and Propeller Analysis Tools: I have created a spreadsheet that contains a blade element momentum analysis that can be used for any propeller or rotor. It includes Prandtl tip and root losses, and can be customized with any blade geometry.