No Runways. No Nets.

A new long endurance unmanned aircraft that does not require a runway

35 Ratings

Imagine an aircraft that can fly an extraordinary distance but also lands without a runway, open field, or catch wire. The takeoff and landing ability of the ROTORwing means that it can easily carry sensors and payloads to obscure locations many miles away, and land, listen, or collect data before taking off and returning to base. This autonomous operation can be performed at distance ranges unachievable with other Vertical Take Off and Landing (VTOL) vehicles.

THE CHALLENGE

All current unmanned aircraft systems require extensive logistics and support equipment to operate. Typical Class II/III runway independent unmanned systems require thousands of pounds of launch and recovery equipment weighing roughly 20 times that of the vehicle. This equipment, logistics, and personnel is extremely burdensome to the cost and footprint of the system. Vertical Take Off and Landing (VTOL) systems such as helicopters solve many of these problems but provide extremely poor flight endurance, limiting the system's effectiveness. Coupling VTOL with high efficiency and high flight endurance, the platform's value to the warfighter is maximized while the logistics and cost to operate is reduced.The ROTORwing platform provides unmatched endurance all while operating from a tiny, unimproved landing area, producing ultimate system versatility. Future variants of the ROTORwing platform will utilize Beyond Line of Sight communications technology further expanding the reach.

WHY IT MATTERS

ROTORwing brings the versatility of Vertical Take-off and Landing in a high endurance package. This allows for increased mission capabilities without the need of any launch and recovery equipment. Without ROTORwing, many missions or operational environments will not be able to be satisfied. The requirement of VTOL in the absence of ROTORwing would require the utilization of platforms such as helicopters that have a fraction of the endurance. A platform with less endurance, multiple vehicles would be required to satisfy what a single ROTORwing can provide to the warfighter. This ultimately reduces footprint, cost and manpower allowing greater value to the user. ROTORwing replaces the need of any ground support equipment to conduct runway independent operations such as catapult launchers, rockets, arresting gear or nets. These ground support items weight up to 20 times the weight of the air vehicle requiring added burden and cost for the logistic support of this hardware.

THE SOLUTION

The ROTORwing concept was discovered during an internal research and development project focused on alternative VTOL aircraft designs compared to traditional Class II/III aircraft. While researching the trades on present day VTOL vehicles such as helicopters or tilt rotor aircraft like the V-22, it was found that the weight of the transmissions of these aircraft could weigh almost three times the weight of the engines alone. These vehicles also have lower aerodynamic efficiency than most aircraft. The key breakthrough was the concept of using the wing as the VTOL rotor while propelling the rotor with the same engines that the aircraft requires for forward flight: the aerodynamic gearbox.

"The innovation is that it matches highly efficient, long-endurance flight with vertical takeoff and landing, without needing a giant gearbox between the engine and the rotor." — Mark Page

HOW IT WORKS

The principle behind ROTORwing is using the wings as rotors, and the flight engines to power the rotors. From a stationary position, tail on the ground, the ROTORwing will lift straight up in VTOL style. To prepare for take-off, ROTORwing first rotates its wings from the flight position (the wing chord parallel to the fuselage) in opposing directions, to the hover position, 75 degrees off the fuselage's 0 degree axis (vertical, in launch position). This wing rotation orients the plane's two propellers in opposite directions, which cause the rotor-wings and upper fuselage to spin while the four-finned tail unit remains stationary on the ground. When the the wings and body reach 90 RPM, the flaps (ailerons) are deflected down and the aircraft leaps into the air. A small motor in the tail "de-spins the tail" during the flight. At a height of 2,000 ft AGL, the wings rotate forward to flight position, the wings and fuselage stop spinning, the tail locks and the vehicle then flies like a conventional airplane between 40 and 100 knots. To initiate landing, the wings and fuselage pull-up into a vertical climb at full speed and begin the transition back into the ROTORwing configuration to allow a vertical landing - enabling the UAV to touchdown gently on its tail. Each wing has four actuators for ailerons. In VTOL mode the ailerons are used for collective control (more or less lift) and cyclic control (tilting the rotor) of the VTOL function acting as an electronic swashplate.

IMPACT FOR THE FUTURE

The innovation of ROTORwing is that is matches highly efficient, long-endurance flight with vertical takeoff and landing, without needing a giant gearbox between the engine and the rotor. In a conventional helicopter the tail rotor weigh about three times what the engine weighs. This airplane eliminates all that by spinning the wings. The ROTORwing has an engine on each wing, like a totally normal twin-engine airplane. The result is a huge weight savings.

"The ROTORwing product finally satisfies the need for a runway-less, long endurance platform that requires ZERO launch and recovery equipment. This new species will open many new mission possibilities."

DZYNE Technologies

www.DZYNEtech.com

Irvine, CA

Matthew McCue Matthew McCue

Matthew McCue

VP - Advanced Programs

Mark Page Mark Page

Mark Page

Chief Scientist

Robert Godlasky Robert Godlasky

Robert Godlasky

Chief Engineer

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GS00Q09BGD0013 / GST0810BP0059

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