Jetoptera’s unique aircraft propulsion system looks like something out of science fiction. However, they have begun to demonstrate some compelling features in their tests, and the next step will be the design of an ultra-high-speed VTOL aircraft.
How Jetoptera’s fluid propulsion system works
These fluid propulsion systems have been previously described in detail.Indeed, Sir James Dyson did a pretty decent job of explaining the basic concepts Telegraph Dating back to 2010. But simply put, they are not magic. Does not use ionic propulsion. No blades or moving parts are visible, but they require a stream of compressed air to function.
You can use whatever you like as a source of compressed air, but Jetoptera doesn’t really see the usefulness of electric compressors at this point. Battery densities aren’t high enough to provide numbers in the range the company considers useful.
This compressed air is forced through small directional slits across the inner surface of Jetoptera’s hollow propulsion unit. These inner surfaces are shaped like wings and perform the same function, creating a low-pressure vortex in the middle of the loop as compressed air rushes over them.
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Low-pressure vortices and fluid entrainment vortices, which form where the accelerated air is pushed backwards and interacts with the surrounding air, pull up to 15 times more air out of the loop than was fed by the compressor. Thrust accordingly.
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First and foremost is efficiency. Jetoptera says the system produces 10% more thrust than a small turbojet, and consumes 50% less fuel. About 30% lighter and much less mechanical complexity compared to turbofans and turboprops. This is a clear advantage in the aviation industry.
When it comes to VTOL aircraft transitions, fluid propulsion systems are much lighter and less complex than tilting propeller systems. Also, I’m not trying to tilt a very large rotating gyroscope, so VTOL and cruise flight.
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It is reportedly considerably quieter than a propeller. Jetoptera says it hopes the acoustic treatment will prove it’s 25 dBA quieter than similar propellers and has an atonal noise signature. Also, the noise and vibration from the combustion generator should be taken into account, but the vibration is not very significant.
They can be placed around the fuselage without worrying about spinning propellers near ground personnel or pedestrians, and can be easily designed to retract into the fuselage for high-speed cruising when required.
Plus, you can adjust the shape to suit your application. For example, a blown short takeoff and landing (STOL) design can design a long, flat fluid propulsion unit that can push air evenly across the surface of the wing. In fact, being able to generate so much lift from the surface of the wing means we can have much shorter wings and a much more compact form factor than traditional airplane designs. This is why many Jetoptera concepts and prototypes use tight box wings.
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Current test result
In fact, that’s one thing Jetoptera has been testing. The company just finished his fourth Small Business Innovation Research (SBIR) contract with the U.S. Air Force, all of which are a stepping stone toward his eventual HSVTOL (high-speed VTOL) aircraft design. said.
The latest contract allowed the design and construction of a topside blow wing test rig using a high-lift flap system to provide the maximum possible lift. Jetoptera worked with aerospace giant Northrop Grumman and its subsidiary Scaled Composites, an unconventional aerospace design and materials specialist, to connect the test system to an electric compressor for static testing. I was.
According to the company, the test demonstrated a lift coefficient “exceeding 8.0, up to 40% better than low noise and vibration propeller blowing results obtained in other programs.”
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Mach 0.8 HSVTOL design
Jetoptera says it has also built a conceptual design sub-scale model of the AFWERX HSVTOL program. With this model, he is one of 11 companies looking to design a next-generation VTOL military aircraft that can outperform anything currently in development. market.
The subscale model has already been tested in the wind tunnel. Jetoptera says it expects the machine to be capable of speeds of around Mach 0.8 (988 km/h, 614 mph). That’s faster than the Dreamliner’s cruising speed and about twice as fast as the tiltrotor. To reach these speeds, the fluid propulsion system would need to be supplied with a fairly serious engine, so turbine engine specialists Pratt & Whitney joined his Northrop Grumman and his Scaled Composites on the project team. I’m here.
The concept aircraft design will be validated within the next six months as part of a separate Small Business Technology Transfer (STTR) agreement already underway with AFWERX. However, “it’s the largest HSVTOL demonstrator of his that we’ve worked on, and it has unique features.”
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For such a radically different sci-fi-like concept, Jetoptera’s fluid propulsion system is starting to look like a legitimate contribution to the aerospace world. and is in talks with other companies looking to use these on manned and unmanned aircraft of various sizes. patent pending.
The YouTube channel and publicity materials are not often updated, so you’ll have to watch this 4-year-old video to see fluid propulsion systems in action on a remote-controlled aircraft.
Further Testing of Fluid Propulsion Systems (FPS™)
Source: Jetoptera via FutureFlight
