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TYPES OF VTOL
The various possibilities of facilitating VTOL using jet lift are as follows.
1. WHOLE AIRCRAFT IS TILTED: also referred to as vertical attitude take off and landing, the aircraft is
made to takeoff in a vertical position. After gaining sufficient altitude the aircraft flattens out to a normal
horizontal flight. This seemed to be the most natural idea and it has its share of advantages and
disadvantages. The advantage lays in the fact that no movable wings or propellers are needed. On the
other hand complicated devices for launching were needed. Great thrust too was required at no forward
speed. Thus if engine failure occurred at an initial stage there was no chance of making a safe landing.
2. ENGINES OR PROPELLERS ALONE ARE TILTED: This design did away with the earlier design
complexities but it too had to content with various challenges. The location of the engine posed a great
difficulty. The condition was to locate the engines in such away that the propellers slipstream or jet efflux
would clear the aircraft for all positions of the engines
grillage, which allows the exhaust gases to pass through and then spread truly in all directions except up
wind where they are prevented by shutters at the edge of platform. This equipment practically eliminates
re-circulation of hot gases into the engine intakes, prevents ground erosion and reduces ground suction.
It also protects the tires from the heat or the jet exhaust and so allows the engine to be run for exhausted
period when they are being set up or tested. It is therefore well adapted to use at a fixed operating or
maintenance base for operation is forward areas the ideal would be to have no ground equipments at all.
Vertical takes off by jet lift have been made from ordinary uncured concrete with no
protection. The damage to the concrete was slight and indicated the procedure was acceptable but could
not be repeated too often from the same place. Very simple protection in the form of simple metal plates
stacked in the grounds immediately below the jets in all that is necessary to prevent erosion and with this
protection it is possible to operate from otherwise unprepared sites, although there may be some loss of
thrust due to circulation of exhaust gases. Landing presents no problem on concrete or turf but some
protection will be needed on softer ground.
As an alternative to metal piece experiments have been made in the USA with the use of
plastics to consolidate the ground and this also shows considerable promise. Where a concrete road or
even an area of good turf is available the aircraft can be allowed to roll forward at a speed of 15 KMS in
which the case tests show that it will cause no recirculation of hot gases.
In 1957 Bristol siddly engine Corporation offered a developed version of the Bristol
needed to be replaced by a manual control system controlled by the pilot. The auto stabilizers needed to
be replaced by a manual control system controlled by the pilot.
prototypes the 'Harrier' was induced into the Royal Air force.
Dimensions:
Power Plant:
Hover Control:
Until air starts to flow over the control surfaces they cannot produce any loads to alter
the attitude of the aircraft. In the Harrier air can be tapped off from the high-pressure compressor of the
engine and connected to nozzles, which are vertical, present at the front and rear of the Fuselage and at
the wing tips. The nozzles in the fuselage control the aircraft in pitch and at the wing tips at roll.
cockpit through which the four nozzles and the mechanism for rotating them divert the thrust in the
required direction (thrust vectoring).
Advanced supersonic CTOL aircraft will bring the benefits of VTOL to a wider Varity of
By the year 2000 they could be replacing types like the F-16 and Harrier-II for offensive
support, moving quickly to suppress threatening artillery or missile system engaging enemy support
fighting machine.
REFERENCES:
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http://www.grc.nasa.gov/www/k-12/airplane/turbofan.htm
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http://www.technologystudent.com/harrier.htm