Mat Recardo
By Rod Anderson Carter made the decision to prototype a military version first. It will use of the 45-ft diameter rotor and wings, the 180 HP Delta Hawk turbo diesel, and have the ability to carry 2,000 lbs of fuel for extended flight and loiter time. The civilian prototype that follows will be similar but with the 34-ft diameter rotor and wings and smaller fuel tanks. Differences in wing and rotor diameters are essentially just a change-out. The wings disconnect just outside the wheel wing-pods. The 45’ and 34’ diameter rotors use the same molds. A mold section is removed to make the 34’ rotor. The Delta Hawk turbo diesel will be upgraded later for more power. The differences between the 180 HP / 200 HP and the 250 HP Delta Hawk engines are primarily in the way the fuel is injected into the engine. Delta Hawk uses a mechanical fuel injector that works well for the 180 HP / 200 HP versions. A 250 HP version will require an electronic fuel injector being developed by TGR Helicorp Ltd. In Auckland, New Zealand. The same engine compartment, engine mounts, and other components should be useable for all three versions. The higher the HP, the lower the expected TBO. www.ContactMagazine.com
The designs of all components are essentially finished and there appears to be no show stoppers. A few components need final detailing and double checking using finite element analysis programs, prior to the designs being released for machining. A complete computerized model of the propeller design has been finalized so all parts needed for its construction can now be made on a CNC machine. One rotor blade is completely finished and the entire rotor should be finished by next week. Testing on major components of the landing gear begins this week. Carter plans to assemble all PAV mechanical components into an “iron bird” before the end of this year. This includes almost everything except the air frame. The iron bird will be extensively tested to assure all components work together correctly and have the necessary safety margins. The plugs for the air frame are completed and will now be used to make the molds. The top half of the center wing mold is almost finished. The structural analysis for the wings and fuselage is well underway. The analysis will be used to fabricate the actual parts once the molds are completed. Rod Anderson
CONTACT! ISSUE 84 PAGE 32