ETHICS   -   Edged Turbine Helicopter Impulsion Common System     

                                                             The new vertical take-off and landing system

 

Physical laws apply to all vertical takeoffs

 

For a long-range cruise flight, a vertical takeoff phase of 1.5 to 2.5 minutes can be assumed for a vertical takeoff. This is followed by the very short transition phase under acceleration, which then initiates the cruise flight carried by the wing at the high cruise speeds of today's airliners.

Compared to the thrust required for wing-supported cruise flight, multiple thrust is required in the very short vertical flight phases of a vertical takeoff to lift an aircraft.

So far realized vertical takeoff concepts mainly work with the diverted hot exhaust gas stream of the turbine, or with heavy and mechanically coupled tilt rotors. Both concepts are associated with aerodynamic and technical disadvantages, as well as high costs.

 

 

Thrust increase in the VTOL phase

 

To achieve the additional thrust required for VTOL operation, the exhaust air from the fan of a primary turbine (>70% of the total engine thrust of today's engines) is used in the ETHICS lift unit for vertical acceleration of ambient air. The primary turbine core jet continues to exit unchanged toward the tail of the aircraft.

With the same engine, the lift thrust of its primary turbine fan can be increased with ETHICS by factors compared to the lift thrust required for cruise flight.

In the concept shown, the aircraft can be loaded and unloaded on the ground without risk.

In the takeoff/landing phase, a balance system provides stability.


 

Solution to the technical hurdles

 

The patented structure of the lift turbine contributes in particular to the good power/mass ratio. The use of unburned fan air avoids high thermal loads on the components. This has a weight-reducing effect and lowers costs.
 
ETHICS can be used for radial and axial turbine designs, as well as their mixed forms. This gives engineers a high degree of design freedom.

 
Power transmission in the power chain between the shrouded turbine and the ETHICS lift propulsor is mechanically decoupled and takes place only via the fan fluid. The contactless drive of the ETHICS Runner is optimized by an air bearing, which receives its working medium through highly compressed bleed air from the core turbine.

The basis for such a design is the patented ETHICS Double Blade Ring (DBR).

 

The DBR also eliminates one major problem, namely it provides autonomous control of the gap between the runner and the stator. This is particularly important when rotor diameters are large, which inevitably results in stretching and centrifugal stresses.

 

Another important function of the DBR is to seal the ETHICS turbine housing to the runner, another technical problem in turbine design that has been very difficult to solve to date.

 

Rotating masses must be kept small. In addition to the use of lightweight materials for rotor and runner blades, ETHICS relocates mass-influencing components to the stator side as far as possible, thus reducing problems caused by large rotational and gyroscopic torques.

 

By using modern, highly durable materials (e.g. CFRP), the additional weight of the lift units is moderate.

In difference to ETHICS, mechanical coupling of components would require the use of mass-intensive shafts and gears.

 

A word on single point of failure (SPOF): in the vehicle shown, one ETHICS unit carries half the aircraft. The ETHICS lift is therefore designed with redundancy. Even in the unlikely event that a total failure were to occur in a thermally unloaded and mechanically free system, the remaining unit can quickly increase its power to the required level because the propulsion medium continues to be provided by the primary turbine.

 

By using the lift only in the VTOL phase, bird strike is virtually eliminated, additionally minimizing these already rare risks.

 


 

Beyond the helicopter

 

Vertical take-off and landing air systems are indispensable worldwide.

Today, helicopters offer solutions for a wide variety of operational areas. However, physics shows the limits of pure rotary-wing aircraft. Major limitations exist for achievable maximum speeds and ranges.

For many requirements, pure rotorcraft are simply too sluggish

 

What are the desired parameters for a VTOL/cruiseflight system?
 - Take off and land like a helicopter, fly like an airplane.
 - Maneuverability, speed, range.
 - Have minimal or no infrastructure requirements at the takeoff or destination

For decades, work has been done worldwide to combine the advantages of helicopters and airplanes by combining vertical lift systems and airfoils. For various reasons, these systems have mostly succeeded only in the military sector. Civilian vertical lift aircraft are virtually non-existent.

E.T.H.I.C.S. is the solution.