UK’s Ark Aero Systems (formerly Samad Aerospace) has laid out a vision of “a cost-effective, low-carbon solution for intercity travel.” The Hybrid Lynx P9 promises to beat comparably sized helicopters in range, speed and operating costs.
Airframes are like a mashup of airplanes, helicopters and gyroplanes. It’s a full composite design and weighs just 4,255 pounds (1,930 kg) empty. The nine-passenger cabin is decidedly helicopter-esque, but with a slim wing she’s 41.3 feet (12.6 m) and two pairs of 2 m (6.6 ft) pushers his props hang from his back. Pretty tail and fins.
The large 13 m (42.6 ft) top rotor is pitch controllable, but not paired with the tail rotor, and does not appear to be collectively controllable. In these respects it is like a gyroplane, but by definition a gyroplane uses an unpowered top rotor. The Linx P9 uses electric motors to spin its upper rotors at speeds sufficient for vertical takeoff and landing. Gyroplanes typically require some airspeed to take off.
As it climbs, the pusher prop kicks in, and as the airspeed increases, the wing takes on 90% of the lift, allowing the top rotor to slow down. This reduces drag and also more or less eliminates the asymmetrical lift produced by the helicopter due to the stalling of the retreating blades. As a result, a maximum cruising speed of 230 mph (370 km/h) is possible. This speed has only been picked up by one traditional heli, the Eurocopter AS365 Dauphine, and some next-generation exotics like the Coax. Twin top rotor Sikorsky X2.
arc aerosystems
The upper rotor may be electric, but the pusher prop is powered by a 370 kW (496 hp) turbo engine. Ark says these will run on sustainable aviation fuels or may at some point be replaced by hydrogen fuel cell powertrains. That might be a little more difficult for an aircraft, but the Linx P9’s size and speed make it more relevant for rural routes than for cross-city hops, and Arc predicts it can deliver 590 miles (950 km). doing. ) Range in standard configuration with approximately 1,320 lbs (600 kg) of fuel, or 808 miles (1,300 km) with extended range tank installed.
For comparison, the nine-passenger Sikorsky S-92 flies at a top cruising speed of 174 mph (280 km/h) and has a range of up to 630 miles (1,014 km). fuel to get there. Sikorsky weighs more than four times her Ark machine, but that’s 3.9 times more fuel than hers, and the range increase is negligible.
In terms of cost, Arc says the machine can be operated for around US$505 per flight hour, which it claims is around 40% less than the cost of comparable helicopters.
arc aero systems
The Arc design is similar to Jaunt Air Mobility’s proposed Rosa Aerodyne, both developments of previous CarterCopter concepts. Like Jaunt, Arc is quick to point out two key advantages for his slow-rotor concept over most eVTOL air taxi designs. First, these giant upper rotors can act like parachutes in case of a complete blackout, auto-rotating to make a safe landing. is a safety measure.
Second, they are certifiable under existing regulations, and while uncommon, eVTOL certification is at least relatively well understood by aviation authorities, an entirely new process that regulators struggle to define. So there is potentially an easier path to commercial certification here, thereby reducing risk.
However, the risk is not completely eliminated. After his 25-year commitment to developing and commercializing slow-rotor technology, Jay Carter finally sold all his IP he built around the concept to his Jaunt Air Mobility in 2019. The hard work of developing, prototyping, certifying and manufacturing the Linx P9.
arc aero systems
Arc does not outline timetables for these processes. It’s probably wise. The company, like all aerospace startups, is seeking investment, along with an unmanned eVTOL cargo drone already flying in prototype form, and a nine-passenger luxury hybrid eVTOL aircraft based on a similar design. is being developed.
So it’s a big part in itself, and a tough road ahead. But we’re fascinated to see what this kind of slow-rotor aircraft could bring to the market, so we wish Arc and Jaunt the best of luck as they work to bring the aircraft to life.
Source: Ark Aerosystems
