I love the presentation on this channel. Clear, informative but to the point, no stupid music, and no irritating presenters.

I'm glad to see Carter Aviation live on through Jaunt.

Using the free rotation of the blades in flight as a regenerative generator is a really smart idea.

Excellent presentation!

I am continuously amazed why no manufacturer has taken up this concept to commercial level... why ..???

Fantastic teaching video on my most interested subject. Explanations , examples made this video a joy to watch and learn from. Please keep them coming.

Thank you for a very well-informed briefing on modern Gyrodynes.

Really enjoying this channel. Don´t see these stories anywhere else.

I like the cutting-edge topics on this channel, including glimpses at these potential coming technologies of the future. The easy-to-understand background explanations are great for a mainstream audience, and not only niche enthusiasts. Thanks for this nice video -- please make more!

Aha! This is very much what I was thinking of when I was watching another of your videos about EVTOL to cruise.

Fantastic video again. I'm so glad I found your channel. A perfect balance of engineering history, the underlying physics and possible future applications. Looking forward to your next.

This is what KZfaq is meant for.

Thanks for this, very informative and well presented. Always thought the Rotodyne was a good idea gone to waste.

Great video from you, as usual. Thanks!

It's crazy to optimize these short hop craft for cruise. Autorotation makes it's safe use viable.

You missed the crucial concepts of the Cartercopter rotor: It is tip weighted to store energy for take off and it stays stable despite reverse flow over the retreating blade.

Well done! Carter Copters have been developing the slow rotor technology for quite long time. It has all the potential to be a safe urban air transportation. It's nice to see this technology making it's way closer to being used in a mass aircraft.

Ive had Rotodyne on my mind for some months. It occurs to me that the rotor could be powered up using electric powered folding props the like that are in use for glider propulsion. In this way the noise of the tip jets is avoided, as well as the complexity of fuelling them, it simply requires slip rings to transmit electricity down the rotor to motors about 2/3 span out. When not required for vertical flight the props will self stow themselves to a furled position. The entire machine is quite safe as, if the thrust engines fail it has the reserve of the rotor either as a helicopter or an autogyro the safely descend, or it could fly on to an available sealed surface if there was one in proximity. The original had Napier Eland turboprop power producing 2.800 shaft HP, and tip jets providing 1.000 lb thrust or 4 Kn with a tip speed of 720 ft/s. The main rotor was a pitch controllable 4 blade design of quite low disk loading of 6.14 lbs a sq ft. Overall the machine had some 30% of its GW or 50% of the EW available for disposable load.

Love how you really dig into the details and explain things so well, thanks

Great video, thanks! A lot of interesting information and very pertinent, too!

Excellent video man. Well done. You are covering the technical aspects very well. Keep it going.👍🏽

Oh boy.... a gratuitous amount of my Rotodyne video is used here without permission.

Always excellent videos - fascinating history part too, ^oo^

Your channel is awesome! I love that you put all of these together. The Rotodyne and Carter-copter are some of my favorite aircraft designs. Would love to see the Rotodyne style come back at it's size & capacity. Jaunt is doing great things with Carter-copter technology as well. I really hope that these compound style aircraft can make it to market, particularly for individual consumers.

great video, sharp, intelligent and to the point,. love the accent,... lol

Thank you for your videos and they are very informative. Big fan of Rotodyne.

Fantastic overview and update - really exciting developments! Thanks again!

Excellent as ever. Thank you.

Good type of aircraft & useful commercially. Hope this will be made to larger/bigger model that can carry passengers to anywhere.

I am verly glad I found your channel, I am an industrial designer and I am planig on designig an eVTOL, keep the great work up! Thx a lot!

This is insanely informative video, it is great indeed.

here i am! ready to be educated!

Very enjoyable presentation! Nice balance. Flowed nicely.

rotodyne still looks good 2021 ! way ahead of its time .

One point on the comparison to the Lilium, the effect of the location of the propulsors across the rear of the wing and canard can not be ignored. The inlet of the propulsors uses the wing and canard surface as the lower portion of the inlet when in horizontal orientation with the upper part of the inlet being an extended portion of the propulsor nacelle. The hinge line of the propulsors are located inside the inlets. The result is that when the propulsor arrays are deflected to vertical orientation there is no obstruction to airflow over the top of the wing and into the propulsor. However the upper portion of the inlet now projects above the surface of the wing and one helps to turn the air being entrained across the lifting surfaces and also inhibits airflow coming into the propulsor from behind the wing. The result is that the suction of the propulsors will acceleration of the air across the lifting surfaces which reduces the static pressure causing lift to be generated by the wing and canard even though the forward speed is zero. Further when it is in ground effect, the exhaust from the propulsors will be cause a high pressure bubble to form under the wing and canard, further increasing lift. Thus in this particular vehicle you can't use the standard equation for power based on disk loading. vertically

Thank you so much, I have a goal to make the first electric commercial aircraft. And I don't see a lot of videos out there. You one of the few, please keep uploading. THaNk yOu!! (I subscribed and liked)

The rotodyne design with electric tip props instead of the ramjets seems intriguingly viable. Would resolve the noise problem, and the fuselage vibration issues could surely be revisited and resolved.

I was just about to ask about regen and you added it in the last 10 seconds.

Well explained, thanx!

Super Vid , Electric Gyro had enormous potential 👍👍👍

The rotor of the Fairey Gyrodyne was always powered during flight. Two thirds of engine power was directed to the rotor for vertical takeoff with the remaining one third directed to the single propeller situated beneath the advancing side if the rotor disk. As airspeed increased propeller power loading decreased until two thirds of the engine power was directed to the propeller. The remaining one third of engine power drove the rotor so it would maintain rpm while while flying parallel to the flight path with the collective pitch close to or in autorotative settting. This minimized axial flow through the rotor which, along with the lateraly mounted single propeller are the defining features of a gyrodyne. The defining features of a gyroplane are positive axial flow through the rotor with a propeller proving thrust for translational flight. The defining features of a helicopter are negative axial flow through the rotor with a horizontal component of rotor thrust used to enable translational flight. A rotorcraft that powers its rotor for low speed/vertical flight and and autororotates that same rotor for cruise flight is a compound gyroplane, not a gyrodyne. See: www.researchgate.net/publication/290776162_The_Cierva_Gyrodyne

love this idea and video ! been following gyros for decades. electric propulsiom combines seemingly well.

I've started a company called AetherX, this is my dream for it, updating the Rotodyne!!!

Solid video as always :)

Great video and information. As a long time fan of the Farey Rotordyne and rotorcraft in general, I was not aware of how versatile and promising this technology is.

Excellent explanation of the engineering physics. Thanks.

I was just thinking about electric gyrocopters.

Great presentation. Thank you. Do I remember correctly, maybe back in the 30s, there were some gyrocopter crashes in the early days that drove public sentiment against them from fears? If so, I am glad that gyrodyne had such an excellent safety record. Thanks again for an excellent discussion on this subject and its history.

Excellent video. I really learned a lot from this. You mentioned the Jaunt Rosa needing a dedicated pilot. If technology (which already exists can be used to get rid of that increasingly wasted expensive weight) imagine what it could do to the economics of the product in a relatively simple way. Ie: Once FSD for cars has been attained it could rapidly be scaled up and deployed for aviation with massive cost savings.

Excellent video. Very detailed.

Amazing video thanks for breaking that down so fully.

That was a HECK of a video. For us engineers, the information you provide explains a lot. Subscribed! Those 46 dislikes must be Boeing employees.

I always wanted a Gyrocopter to commute to work. If it becomes electric that would be perfect. I could imagine it needing less energy for take off than a multicopter... There comes the explanation. Thanks.

Carter Aviation's slowed rotor was ahead of its time. I watched them for years. They had data and prototypes that showed very high fuel efficiency, but they couldn't get interest to commercialize the passenger/cargo version that would have changed the aviation market. Hopefully the interest in a clean electric version will push it forward. The autogyro's inherent safety vs. a stack of VTOL fans and all of the failure points those systems have would make me more likely to use it.

Good video

By the way Fantastic vidio thank you very much.

Power for take off could come from mains electricity via a detachable feed. If this were a cable it could even power the rotor for some metres of ascent after lift off, thereby saving the most severe drain on the batteries. Used as a shuttle between regular destinations, power could always be available in this way. Battery recharging facilities would be needed anyway.

Very interesting concepts, and well presented.

The Rotodyne's noise level was not addressed. Most of it came, not from the twin turboshaft engines on the tiny wings, but from the small jet engines in the rotor tips. This jet noise was the downfall. At least that's the story the public ws fed. As you pointed out, they were well on the way in bringing down that noise level. The real reason it was cancelled were the other companies that made regular airliners. If the Rotodyne had gone though, it might have meant less sales for their aircraft at home, (England), and abroad. They petitioned the government to stop the project. Personally, I don't know if money was exchanged, but, we hear enough stories about that kind of thing that I would not be surprised.

Very well explained!! Love your channel

The first time I saw the carter gyrocoptor(the prototype of the Jaunt), I realized that the rotodyne had been redesigned.

Unfortunately they are way behind, the Jaunt company started 2019 and ROSA will only be produced in 2025 and that is simply too slow for the rapidly changing market in these next years.

At 2:33, that's a chinook helicopter rather than a gyrodyne. I saw plenty of those when I was in the 101st Airborne Division. Thanks for the video overall. Very interesting and informative.

Very cool

Sold :-)

Informative. Thanks. Some say tip jet noise was partly the reason for Rotodyne failure. Would be nice to see a recreation.

I keep revisiting this video because it carries a strong message. That many VTOL machines are optimised for cruise flight Blackfly: Blackfly 'rotates' on its curved bottom to achieve the attitude for vertical flight, then transitions to cruise. It has on its wings essentially the same motor prop combinations fore and aft. As a tandem wing aircraft it is necessary to have the CG well forward, and rig the machine for a Clmax of 2.0 for the canard, and 0.8 Clmax for the mainplane. This gives an expected average of Clmax 1.4 for the machine entire, which is well within the scope of everyday technology. Ordinarily this would mean that the CG which I position at th belly button of the pilot, would be out of position for vertical lift and horizontal flight, but the designer cleverly thought of this. With forward flight characteristics satisfied, the balance of the thrust power is evenly distributed because the vertical thrust footprint situates the CG between the two wings quite perfectly. But oh that pilot position. Rotordyne: The fly in the ointment for Rotordyne is that it requires a collective pitch control rotor, which is neither cheap nor simple to achieve. however as an autogyro conventionally the pitch is usually fixed. With the disk spun up via torqueless means you are in a position to lift off at minimal speed but likely not vertical take off unless in a strong breeze. And here again, the CG to centre of lift issue would come up unless one utilised the mechanism of shifting the rotor mast as we saw here, but there is another way. Not as yet seen a two rotor autogyro, configured like a Chinook (think more like smaller McCulloch MC-4), with tractor propulsion. Because the rotors run at different heights, they somewhat avoid each other's interference flow, and the distributed lift cancels CG balance issues. With 'pre-rotor' management the typical gyro copter is able to lift off at 15mph or so, but clearly more thrust on a 'very' positive angle of attack attitude would reduce that on full power. This is quite close to vertical take off with very few complicated expensive moving parts, that compacts the rotor footprint and reduces disk loading.

I loved the video and the explanation of its tech thanks

Excellent and informative video.I think the Jaunt entry has a leg up on it's competition for the simple reason autogyros are already an accepted aircraft category in the regulatory scheme of things,whereas other new VTOL aircraft would require completely new flight categories,which would be very expensive to develop. I am also thinking Jaunt could use it's electric wing props to counteract the torque of the main rotor if the latter were briefly powered for takeoff/landing,eliminating the need for tip jets as seen in the original Fairey Rotodyne.

When i was a kid i designed a variant of autogyro, which i named Auto-gyric Heleocentric Sparrowcopter. Dont ask me more there is no reason to things you name when you are a kid, i just happened to like sparrows so i named it that way.

They should try Intermeshing rotors configuration (synchropter). Like a "K-MAX" helicopter / It will be a real new experience in model building! I've never seen anything like this! It's a pity that no one has tried such a scheme for gyroplanes.

Very cool.

Still one of my favorite evtol, not so sure about their new parent company though. Nothing seems to be happening while this should be one of the top contenders for the new evtol marketplace.

Wow cool

The number of good engineering projects that have been shut down by government, world beating ideas killed and with them our engineering companies were gradually consigned to a lesser position in the world. We now have a country lacking in manufacturing companies buying our needs from abroad. The years of producing machines that were amazing after the war until the sixties is gone.

One aspect of the power-to-horsepower calculation is damaging to all ducted fan configurations. The presenter gives the raw swept area of the ducted fan rotors, without taking into account the effect of the duct in amplifying the thrust available from a given power. Theoretically, the factor is two. Detracting from this is the fact that the Lillium fans are close together, which means they must "share" part of their mass flow. But contributing is the area of the wing and flap, which are in effect huge duct lip extensions. Admittedly, there is still a large gap between a large open rotor and small ducted fans, but a factor of two could separate a feasible from a non-feasible configuration.

The idea of city center air travel goes back to the 1930s. It was originally intended for zepplins visiting NYC to dock at the top of the Empire State building.

A great solution for places where runways are impractical or impossible.

Good video, just some observarions: - autogiro rotor turns by aircraft translation, not by propeller wash; - small aircraft ballistic parachute recovery works in a miminum altitude, ok, but helicopter autorotation also needs an miminum altitude and velociry.

the autorotation-landing alone makes it worth it

First time on the channel. Very good video, particularly liked the explanation of disk loading. I think it was a little let down by the sound quality of the narration and you could improve it easily with some sound deadening material near the mic. Also I had to think a bit about what L/D ratio was - I guess Lift/Drag - I'm not an aircraft professional, just someone who thinks the fairey rotordyne was cool.

Juan De la Cierva, un genio injustamente olvidado. Sin él el helicóptero hubiera tenido una evolución mas lenta. El autogiro aporta también gran simplicidad y seguridad a la aviación, pudiéndola hacer más accesible al común de los mortales, ese es el principal problema.

Adding smaller size 4 blade main rotor instead of 2 blade longer size with high tip speed wouldn't be beneficial?

The Jaunt ROSA is a superb concept. It simply needs some better, lighter batteries. The Rotodyne was 60 years ahead but cancelled by the Harold Wilson Labour Government, and they cancelled the TSR2 and several others too.

Battery technology is a significant safety issue at this time.

You're talking about a 640kg VTOL aircraft taking off with a 32kW motor equivalent to a 43hp engine. Nice on paper but If you have any example of such an aircraft please give a link.

TY

Unless I missed it, I found no explanation as how the main rotor is powered at takeoff. Is there a dedicated electric engine to selectively power the main rotor, which would eliminate the mecanical transmission from the propulsion engine(s), like on the traditional gyrocopters ? Also the pitch angle variation mechanism allows for vertical takeoff like on the Carter gyrocopter, but adds a fair amount of mechanical complexity and maintenance cost compared to the traditional fiex pitch angle gyrocopter main rotors. Autorotation of a large main rotor is definitely a great safety feature. Pros and cons to be assessed, as usual. Anyway, electric propulsion opens new perspectives, as you definitely quote it. Thanks for your very informative channel.

I've been a big Rotodyne fan for many years now :) 2 points with this proposed design: asymmetric handling with an engine out would be a challenge with the motors being positioned so far away from the a/c centre-line, and how is the main rotor powered for TO and landing?

What parts were used in aeroplane in world wars to reduce noise of aeroplanes,missiles

not exactly about this Video: but why are there no gliders / sailplanes reviewed on this channel? I mean that is the area, where electric propulsion is used sucsesfully for for quite some time now.

Hey. I've been meaning to ask you how we can donate to your channel? 💗

The Bell Huey broad rotors are very loud and, not acceptable by the public anymore. Central main rotors are not the way forward, expensive, high maintenance, a pain to change.

Good show/analysis,i wondered about this,thankyou.i wondered also if a parachute or para sail,could be incorporated into the rotor blades hub,to save battery power.sounds crazy combining high rotation components with a parachute/sail and strings,but if the forward motion is maintained without the rotar blades,then surely this could be feasable,and the gliding speed would come to a halt proportionately to the resistive force of the chute, long after the blades are disengaged

Next up, video on Eviation please!

There is a ballistic parachute that just like airbags in your car inflates the shoot after it is deployed catching the aircraft faster

I've been wondering why there is not more interest in gyroplanes for UAM. Seems like a natural fit.

Some drone designs use this type of design, I saw one with 2 vtol rotors on body and 2 wing ones for flight, the lift rotors turn off when cruising.

What about using the electric motors to regenerate as they slow down the main rotor rotation?

Great content well presented. Thank you. Would be interested to hear of your tale on plasma electric engines (in this and other applications)!