We finally got to take our helicopter into restricted airspace a couple weeks ago, where our pilot got out of the cockpit for the first time! (We always fly with a pilot onboard when operating in normal airspace) This video shows formation flight, sideways flight, and landing and takeoff on a moving platform. Later flights we did a 5 mile out and back and some endurance tests. Must admit I was nervous on the first liftoff without our safety pilot onboard, but everything went smoothly!
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Yup. We've got a checklist to make sure everything is armed. Then, one button at the ground control station launches the engine start sequence and engages the rotors. (it can be one-touch to takeoff, but typically I verify some of the temperature and pressure gauges prior to takeoff)
so you noticed the duct tape! That was a last second thing. The auto/manual switch never flipped by itself while the pilot was onboard, but the duct tape made us feel a little better anyway.
Looking good! I can't wait for the ship demo.
Small companies know how to get things done without a committee:
Master, on.
Fuel pump, on.
Throttle, idle.
Engine, start.
A/P switch, on.
Pilot, remove.
Duct tape over A/P switch, check.
Ready for flight.
The vibration damping... well it's a custom solution, and is somewhat proprietary.
Yeah, Bergen's continued use of mechanical mixing is... let's just say I'm not a fan at all. I would have thought it was possible to set it up though. I did special code just for that. You're saying it doesn't work?
Rob.....what kind of isolation system are you using? I have been working on incorporating an autopilot onto a Bergen sized helicopter and typically the vibration levels have been enormous. Also what kind of mixing have you been using....it appears that a mechanically mixed swash plate is difficult to correctly configure through the mission planner.
Thanks.
Great job Phil, love it!
@wbal57, the pilot has the ability to disable the autopilot at any moment. So, if there were a loss of power, I'm sure he would prefer to do the autorotation on his own.
Yes, I've even had the windmill problem with my little machines on the bench. Though it's more of an annoyance. ;) But I've actually through about a brake that can stop the rotor in the air. If it's all gone horribly wrong and you can't avoid a high energy crash, might be safer to stop the rotor. Just a crazy idea.
Maybe we should talk. There's going to be a big market for smaller machines I think. ;) Once this stuff goes fully mainstream.
That is awesome!
Out of curiosity; If a loss of power were to occur with a test pilot on-board and in the autonomous mode could the helicopter autonomously autorotate?
@Randy,
Thanks! but those aren't for detecting landings. They are eletro-magnets that hold the helicopter securely to a metal landing surface. The weight-on-wheels (or in this case, weight-on-skids) sensor is a bit more complicated. Looking at patents to see if we're the first to apply our specific method.
@Rob - yeah, you want as little friction as possible in the rotor system, right? After the clutch between the engine and rotors is disengaged, it only takes a light breeze to keep the rotors windmilling indefinitely. rotor brake is an absolute must for ship-based operations.
Yep, your use-case sounds remarkably similar .... ;-) We actually have a full CAD design for a 700 gasser that could carry 5kg for 2hours (maybe more, but 10kg would be pushing it). Flew the prototype, but put the design on a shelf and went even bigger!
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