colinhilton: PANELPLANE SEV

Placement of electrical motors and propellers for flight-test program. Tempting though it is to configure a quad, all commercial airliners evolve into twin-engine types in the commercial ecosphere. The enclosure forming a top deck may itself be formed of a transverse 4' by 8' laminated sheet, so that the craft comprises six sheets viz. foreplane, aftplane, side panels, fuselage sides, top-deck and a panel divided among underside, bow-hatch and fore/rear 2' by 2' bulkheads separating a passenger compartment from storage fore and aft. Aerodynamic lift is rear-loaded in that the aft-plane forms a 'blown' ram wing, though for take=off (with which the conventional seaplane ever suffered), a Krueger flap on the underside of the leading edges of the top-deck diverts the centre of lift forward in order to temporarily raise the nose... the designer having instructed students on both Boeing and Airbus types and having a passing familiarity with high-lift devices. Nominally an 8' beam enclosing a 2' flight compartment provides for implementation of 36" propellers driven by 10kW motors, for which T-motor for example claim a combined static thrust of over 70 kilos or 150 pounds. This is on par with 20 HP, which should be sufficient for an 'unstick' velocity based upon past experimentation in the field of ekranoplans. Conventional aeroplanes require only 25% of installed thrust once in the cruise, whilst (most demonstrably) the 'Caspian Sea Monster' was able to shut down eight (!) of its ten turbines once in surface-effect.

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colinhilton, Sep 13, 2021 at 6:15 AM