{"id":8591,"date":"2014-01-19T21:18:42","date_gmt":"2014-01-20T04:18:42","guid":{"rendered":"http:\/\/cafe.foundation\/blog\/?p=8591"},"modified":"2014-01-19T21:18:42","modified_gmt":"2014-01-20T04:18:42","slug":"etlantic-to-tackle-the-atlantic-both-ways","status":"publish","type":"post","link":"http:\/\/cafe.foundation\/blog\/etlantic-to-tackle-the-atlantic-both-ways\/","title":{"rendered":"etlantic to Tackle the Atlantic – Both Ways!"},"content":{"rendered":"

Having pushed his electric Colomban MC-30 Luciole (Firefly) to its limits and having won the Federation Aeronautique Internationale\u2019s approval of his speed and altitude records, Jean-Luc Soullier and his team partner Roman Marcinowski are now after significant distance, speed and altitude goals.<\/p>\n

Needing a faster, lower-drag airplane to accomplish the next set of tasks, the etlantic Project<\/a> turned to Greg Cole at Windward Performance<\/a> in Bend, Oregon.\u00a0 Cole’s Duckhawk 15-meter sailplane outflew even 18-meter competitors in its first contest year.<\/p>\n

At a gross weight of 960 pounds (using the Windward specification), the special Duckhawk\u2019s three-bladed propeller (special in itself) will have to overcome under 19 pounds of drag to maintain level flight at the best lift-to-drag speed.\u00a0 But the plan is to fly high and fast to set new world altitude and speed records.<\/p>\n

\"Duckhawk's<\/a>

Duckhawk’s aspect ratio of 30-to-1 makes it a slippery machine<\/p><\/div>\n

A lighter version of the base airplane, weight saved with thinner wing and fuselage skins, will allow carrying batteries and thin-film solar cells to power the nose-mounted electric motor.\u00a0 Their solar cells will have an ostensible efficiency of 25-percent, which even at the high latitudes they will traverse should augment range significantly.<\/p>\n

Because of the Duckhawk\u2019s 52:1 lift-to-drag ratio without a propeller, the special controllable-pitch unit will be able to run at low rpms and draw little from its energy sources to speed the airplane across the three ocean gaps it will face on its first voyage.\u00a0 In this respect, it will be a powered aircraft, but one which may use energy recovery on its long final glides to help extend range.\u00a0 Finding the right solution to propeller control, with even a contra-rotating pair under consideration, is \u201cnot simple at all,\u201d according to Roman.<\/p>\n

\"Controllable-pitch<\/a>

Controllable-pitch three-bladed propeller with regeneration potential has patented blades<\/p><\/div>\n

The project has an initial plan to use a small Rotex motor<\/a> from the Czech Republic for power, modulated by an MGM electronic speed controller <\/a>(ESC).\u00a0 They feel that there is a reasonable cost\/benefit basis for selecting these components.\u00a0 This pairing reflects how closely some model aircraft components come to being \u201creal\u201d airplane parts, with some giant-scale models topping 50 pounds and requiring motors that can launch people-carrying aircraft.\u00a0 The Rotex motor has been used to fly powered parachutes, which have considerably more drag and less performance than the Duckhawk will provide.<\/p>\n

Some of the project\u2019s partners are working on other potential powerplants and controllers, and things may change between now and this summer.<\/p>\n

Jean-Luc and Roman plan on using secondary, or rechargeable batteries for the 2014 three-stage hop, reasoning that the lightened airframe, the Duckhawk\u2019s ability to carry 208 pounds of water ballast in its original form, and the inset solar cells will enable the airplane to load enough batteries and supplemental energy to stay aloft for 2,200 kilometers (1,364 miles) at a stretch.<\/p>\n

\"etlantic<\/a>

etlantic Project’s initial plan is to use a motor similar to that on this Rotex text paramotor<\/p><\/div>\n

That\u2019s just their 2014 ambition.\u00a0 For 2015, they hope to fly from \u201cthe Big Apple,\u201d New York City, to Brussels, Belgium, \u201cthe Capitol of Europe.\u201d\u00a0 Prevailing winds should increase the ground (or over-water) speed, and primary batteries will stretch the range to 6,600 kilometers (4,092 miles). \u00a0These disposable batteries, since they offer the advantage of higher energy density than current secondary cells can achieve, should allow an unassisted trip of that duration.<\/p>\n

Calculating that high adventure equates with high risk, Jean-Luc will wear a survival suit and await delivery of a raft which will be dropped from an airplane \u201cnot more than one hour\u201d behind the Duckhawk all along the path of flight.\u00a0 Jean-Luc notes that, \u201cBears are a problem, too.\u201d<\/p>\n

The team\u2019s goal of \u201cTotally replacing carbon based fuels by clean energy\u201d is a grand one, and their willingness to risk it all on an even grander adventure will stretch the limits of the new airplane and its highly-experienced pilot.\u00a0 We wish them the best of luck and prevailing tailwinds.<\/p>\n