The My Delta Pi webstore
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The My Delta Pi webstore
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Advanced RC helicopter models
Welcome to this online presentation of advanced remote controle helicopters. Many of these models can be bought in various colors, and with various canopy styles so that you can make them resamble real-life helicopters of various type and variant. You can also buy a lot of extra equipment for most of the models.
By clicking on the banners for the presented products, you can learn more about the exhibited model and a lot of other models.
At the bottom of this page there is some information about helicopter history.
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To see more advanced helicopter models - please click here and here
Special store for helicopter models By clicking at this banner you will get into a special store with a huge number of remote control helicopter models and all types of accessories for RC helicopters. You find models of all prize cathegories. There are large powerful models to be used in though outside environments and small madels that you can use inside your own house. There are models suited for all ages and experience levels.
A great store for RC helicopters and other RC models
HobbyTron - warehouse for rc helicopters, other rc models and other hobby items Through this banner you will find a lot of remote controle hobby models for an affordable prize, among those many helicopters. You will also find other types of hobby items. The collection of electronic components is especially coprehensive. Through this link you will see one of the many airplane models and from there you can browse for all the others.
Cessna 747 4CH Electric RTF RC Airplan - and many other
models
Stores for rc aircrafts and more
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In these two collections of hobby products you will find a lot of remote controle hobby
aircraft models for an
affordable prize. Most models are electric driven. You will also find all other types
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Raidentech.com - Radio Control R/C Sky Airbus Airplane and
many other models
Here you can see some advanced
model helicopters from these stores
Example of advanced RC helicopters presented.
By clicking at any of the links you can find a lot of more models than those
presented here.
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Fixed-winged aircraft models
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The history of helicopters
Since 400 BC, the Chinese had a bamboo flying top that was used as a children's
toy. Eventually, this flying top toy made it to Europe and is depicted in a 1463
European painting. Pao Phu Tau (抱朴子) was a 4th-century book in China describing
some of the ideas inherent to rotary wing aircraft.[4] In 1493, Leonardo da
Vinci first sketched a semi-practical machine, named in his "Codice Atlántico",
that could be described as an "aerial screw".
The word "helicopter" (hélicoptère) was coined in 1861 by Gustave de Ponton
d'Amécourt,[1] a French inventor who demonstrated a small steam-powered model.
Ján Bahýľ, a Slovak inventor, developed a helicopter model powered by an
internal combustion engine that in 1901 reached a height of 0.5 meters. On May
5, 1905 his helicopter reached 4 meters in altitude and flew for over 1500
meters.
In 1906, two brothers, Jacques and Louis Breguet, began experimenting with
airfoils for helicopters and in 1907, those experiments resulted in the
Gyroplane No.1. Although there is some discrepancy about the dates, sometime
between 14 August and 29 September 1907, the Gyroplane No. 1 lifted its pilot up
into the air about two feet (0.6 meters) for a minute. However, the Gyroplane
No. 1 proved to be extremely unsteady and required a man at each corner of the
airframe to hold it steady. For this reason, the flights of the Gyroplane No. 1
are considered to be the first manned flight of a helicopter, but not a free or
untethered flight. That same year, fellow French inventor Paul Cornu designed
and built a helicopter that used two 20-foot (6-meter) counter-rotating rotors
driven by a 24-hp (18-kW) Antoinette engine. On November 13, 1907, it lifted its
inventor to 1 foot (0.3 meters) and remained aloft for 20 seconds. Although this
flight was smaller in its achievement than that of the Breguet brothers, it was
greater in accomplishment being that it was the first true free flight with a
pilot. The Cornu helicopter would achieve a height of nearly 2 meters but also
proved to be unstable and was abandoned after only a few flights.
In the early 1920s, Raul Pateras Pescara de Castelluccio, an Argentinian working
in Europe, demonstrated one of the first successful applications of cyclic
pitch. His coaxial, contra-rotating, biplane rotors were able to be warped to
cyclically increase and decrease the lift they produced; and the rotor hub could
also tilt, both allowing the aircraft to move laterally without a separate
propeller to push or pull it. Pescara is also credited with demonstrating the
principle of autorotation, the method by which helicopters land safely after
engine failure. By January 1924, Pescara's helicopter No. 3 was capable of
flights up to 10 minutes. One of Pescara's contemporaries, Frenchman Etienne
Oemichen, set the first helicopter world record recognized by the Fédération
Aéronautique Internationale on 14 April 1924, flying his helicopter 360 meters
(1,181 feet). On 18 April 1924, Pescara beat Oemichen's record, flying for a
distance of 736m (nearly a half mile) in 4 minutes and 11 seconds (about 8 mph,
13 km/h) maintaining a height of six feet. Not to be outdone, Oemichen reclaimed
the world record on 4 May when he flew his No. 2 machine again for a 14-minute
flight covering 5,550 feet (1.05 mi, 1.692 km) while climbing to a height of 50
feet (15 meters).Oemichen also set the 1-km closed-circuit record at 7 minutes
40 seconds.
During this time, Juan de la Cierva was developing and introducing the first
practical autogyro. In 1923, the rotorcraft that became the basis for the modern
helicopter began to take shape, in the form of an autogyro. Cierva discovered
aerodynamic and structural deficiencies in his early designs that could cause
his autogyros to flip over after takeoff. The flapping hinges Cierva designed
allowed the rotor to develop lift equally on the left and right halves of the
rotor disk. A crash in 1927 led to the development of the drag hinge. These two
developments allowed for a stable rotor system, not only in a hover, but in
forward flight.
In 1922, Albert Gillis von Baumhauer, a Dutch aeronautical engineer, started
studying VTOL rotor craft. His first prototype 'flew' ('hopped' and hovered
really) on September 24, 1925, with Dutch Army-Air arm Captain Floris Albert van
Heijst at the controls. The controls that Captain van Heijst used were Von
Baumhauer's inventions, the cyclic and collective. Patents were granted Von
Baumhauer by the British ministry of aviation on January 31, 1927, under number
265,272.
Soviet aeronautical engineers Boris Yuriev and Alexei Cheremukhin began
experiments with the TsAGI 1-EA helicopter in 1931. A single rotor helicopter,
with dual forward and aft anti-torque propellers, it reached an altitude of 605
meters (1,984 ft) on August 14, 1932 with Cheremukhin at the controls.
The German Focke-Wulf Fw 61 was the first viable helicopter first flying in
1936. The Fw 61 broke all of the helicopter world records in 1937. Nazi Germany
used helicopters in small numbers during World War II. Models such as the
Flettner Fl 282 Kolibri synchropter were used in the Mediterranean Sea, while
the Focke Achgelis Fa 223 Drache was used in Europe.
Mass production of the military version of the Sikorsky XR-4 began in May 1942
for the United States Army; this was used over Burma for rescue duties. It was
also used by the Royal Air Force, the first British military unit to be equipped
with helicopters being the Helicopter Training School, formed in January 1945 at
RAF Andover with nine Sikorsky R-4B Hoverfly I helicopters.
The Bell 47 designed by Arthur Young became the first helicopter to be licensed
(in March 1946) for certified civilian use in the United States. Two decades
later the Bell 206 became the most successful commercial helicopter ever built
with more hours and more industry records than any other aircraft in the world.
Reliable helicopters capable of stable hover flight were developed decades after
fixed-wing aircraft. This is largely due to higher engine power density
requirements than fixed-wing aircraft. Improvements in fuels and engines during
the first half of the 20th century were a critical factor in helicopter
development. The availability of lightweight turboshaft engines in the second
half of the 20th century, pioneered by the Kaman K-225 synchropter, [1], which
first flew with gas turbine power late in 1951, led to the development of larger,
faster, and higher-performance helicopters. Turboshaft engines are the preferred
powerplant for all but the smallest and least expensive helicopters today.
(This information is mainly taken from wikipedia.org and it is therefore free to reuse)
About the russian Mil MI-12. the largest helicopter ever built
The largest helicopter ever built is the The Soviet made Mil Mi-12 (Also known as the V-12, NATO reporting name Homer).
The helicopter has a rotor configuration allready tried out successfully by the
germans just before the world war II. It has two rotors at the ends of two wings
at each side, rotating at opposite directions. Thus they oppose the torque of
each other and make the helicopter stabile. The rotors are driven by two duplex
turbine angine just under the rotors. The outlet from the engines also helps to
push the helicopter forewards.
The twin engines were taken together with
the rotors from the Mil Mi-6 and duplicated on the Mi-12.
Production began on the Mi-12 prototype in 1965 with the goal of lifting no less
than 30,000 kg, and it flew first on July 10, 1968. In February 1969, the
prototype lifted a 31,030 kg payload to 2.91 m. On August 6, 1969, the Mi-12
lifted 44,205 kg (88,636 lb) to a height of 2,255m (7,398 feet), a world record.
Another Mi-12 with the registration number CCCP-21142 / H-833 was built and
shown around Europe including at the Paris Air Show at Le Bourget in 1971.
Despite this, the helicopter did not meet its design specifications and the
program was cancelled with only two aircraft built.
There are unconfirmed rumours about a third prototype that crashed when tested.
There was however a less serious crash landing during the first flight of this
type which bent a wheel, but the helicopter was repaired again.
One of the remaining Mi-12 is on display at the Monino Air Force Museum in
Russia (50 km east of Moscow). The other is reportedly at the Michail
Leontjewitsch Mil helicopter plant in Lyubertsy-Panki near Moscow. (as of Aug.
2006)
(This information is mainly taken from wikipedia.org and it is therefore free to reuse)
The Bell-47, the earliest commercially succesful helicopter
The Bell 47 was the first helicopter to be certified for civil use on 8 March
1946.[1][2] It was largely designed by Arthur M. Young who joined Bell
Helicopter in 1941. Over 5,600 were produced up to 1974, including 1200 under
license in Italy, 239 in Japan, and 239 in the UK.
It entered U.S. Military service in late 1946, and would go on to service under
a wide variety of versions and designations over 3 decades that followed. Its
use in the Korean War (1950-1953) as the H-13 Sioux by the United States Army
would be among the highlights of its extensive career.
Early models were variable in appearance, with open cockpits or sheet metal
cabins, covered or open structures, some with four-wheel landing gear. Model D
and Korean War types settled to a more utilitarian style. The most common model,
the 47G introduced in 1953, can be recognized by the full bubble canopy, exposed
welded-tube tail boom, saddle fuel tanks, and skid landing gear. Later 47H and
47J Ranger models had a regular cabin with full cowling and monocoque tail boom.
Engines were Franklin or Lycoming horizontally-opposed piston engines of 200 to
305 HP (150 to 230 kW). Seating varied from two to four. Many are still in use
as trainers and in agriculture (as of 2005).
NASA had a number of Bell 47s during the Apollo programme, used by astronauts as
a trainer for the Lunar Lander. Eugene Cernan had a near disastrous accident
shortly before his flight to the moon on Apollo 17 by crashing one into the
Indian River.
Initially, the US Navy procured several Bell 47s, designated HTL-1, between 1947
and 1958. The US Coast Guard evaluated this model, and procured two HTL-1s for
multi-mission support in the New York Harbor. The most common US Navy version of
the 47 was designated the HTL-4, and dispenses with the fabric covering on the
tail boom. The US Coast Guard procured three HTL-5s in 1952 (similar to the
HTL-4 but powered by a Franklin 0-335-5 engine) and used these until 1960.[3]
The Coast Guard procured two of Bell's Model 47G and designated them HUL-1G in
1959.[3]
The British version of the 47G, called by the British Army the Sioux AH.1, was
built by Westland Helicopters for use by the Army Air Corps, who used it until
the early 1980s.[citation needed] The Sioux military version was often equipped
with military evacuation panniers, one to each skid, with an acrylic glass
shield to protect the patient from wind.
H-13 were produced in Japan by a Bell and Kawaski venture;this led to the
Bell-Kawasaki KH-4 variant, essentially a three seat version of the Model 47.
(This information is mainly taken from wikipedia.org and it is therefore free to reuse)
About the dream of flying cars
A flying car is one of thwo things. One concept is a flying vehicle that can land and take off at any place without any restrictions and is as easy to fly as a car is to drive. Such a vehicle has never been constructed successfully, even many have tried and actually come some way.
Another flying car concept is a vehicle that can be converted from a lawfully and prcatical road vehicle to a lawfully and prctical aircraft. This type of aricraft has actually been sucessfully constructed and built, but never set in regular production.
Early experiments
Glenn Curtiss, the Wrights' chief rival, was the first to design a flying car.
The first flying car to actually fly was built by Waldo Waterman. Waterman
became associated with Curtiss while Curtiss was pioneering naval aviation at
North Island on San Diego Bay in the 1910s. However, it wasn't until March 21,
1937 that Waterman's Aerobile first took to the air. The Aerobile was a
development of Waterman's tailless aircraft, the Whatsit. It had a wingspan of
38 feet (11 m) and a length of 20 feet 6 inches (6.25 m). On the ground and in
the air it was powered by a Studebaker engine. It could fly at 112 MPH (180
km/h) and drive at 56 MPH (90 km/h).
In 1926, Henry Ford displayed an experimental single-seat aeroplane that he
called the "sky flivver". The project was abandoned two years later when a test
flight crashed, killing the pilot.
Taylor Aerocar
Taylor aerocar is an example of a workable aerocar construction. Aerocar International's Aerocar (often called the Taylor Aerocar) was an American roadable aircraft, designed and built by Moulton Taylor in Longview, Washington, in 1949. It is the most successful and probably the most famous "flying car" design to date. Although six examples were built, the Aerocar never entered production.
Taylor's design of a roadable aircraft dates back to 1946. During a trip to Delaware, he met inventor Robert E. Fulton, Jr. who had designed an earlier roadable airplane, the Airphibian. Taylor recognized that the detachable wings of Fulton’s design would be better replaced by folding wings. His prototype Aerocar utilized folding wings that allowed the road vehicle to be convertible into flight mode in five minutes by one person. When the rear licence plate was flipped up, the operator could connect the propeller shaft and attach a pusher propeller. On the road, the wings and tail unit were designed to be towed behind the vehicle. Aerocars can drive up to 60 miles per hour[1] and have a top airspeed of 110 miles per hour.
Civil certification was gained in 1956, and Taylor reached a deal with Ling-Temco-Vought for serial production on the proviso that he was able to attract 500 orders. When he was able to only find half that number of buyers, plans for production ended, and only six examples were built, with one still flying as of 2006 and another rebuilt by Taylor into the only Aerocar III.
AVE Mizar
The AVE Mizar (frequently misspelled "Mitzar", but named after the star Mizar) was a flying car built between 1971 and 1973 by Advanced Vehicle Engineers (AVE) of Oxnard, California. The company was started by Henry Smolinski, a Northrop-trained engineer.
The prototypes of the Mizar were made by mating the rear portion of a Cessna
Skymaster to a Ford Pinto. The pod-and-twin-boom configuration of the Skymaster
was an ideal starting point for a hybrid automobile/airplane. The passenger
space and front engine of the Skymaster were removed leaving an airframe ready
to attach to a small car. AVE planned to have their own airframe purpose-built
by a subcontractor for production models, rather than depending on Cessna for
airframes.
According to Peterson's Complete Ford Book, by mid-1973, two prototypes had been
built and three more were under construction. One prototype was slated for
static display at Galpin Ford, owned by AVE partner Bert Boeckmann of Sepulveda,
California. The other prototype, fitted with a Teledyne Continental 210-hp
engine, was unveiled to the press on May 8, 1973. It then began a series of taxi
tests at Van Nuys, California. AVE made special arrangements to do flight
testing at the US Navy's test facilities at Point Mugu, California. AVE stated
that FAA certification flights were under way in mid-1973.
The Mizar was intended to use both the aircraft engine and the car engine for
takeoff. This would considerably shorten the takeoff roll. Once in the air the
car engine would be turned off. Upon landing the four-wheel braking would stop
the craft in 525 feet (160 m) or less. On the ground, telescoping wing supports
would be extended and the airframe would be tied down like any other aircraft.
The Pinto could be quickly unbolted from the airframe and driven away.
Production was scheduled to begin in 1974. AVE stated that you could drive/fly
your own Mizar off the lot for between US$18,300 and US$29,000.
On September 11, 1973, during a test flight at Oxnard, California, the right
wing strut detached from the Pinto. Some reports say the wings folded and others
say the Pinto separated from the airframe. Smolinski and the pilot, Harold
Blake, were killed in the resulting fiery crash. Even though the Pinto was a
light car, the total aircraft was already slightly over gross weight without
passengers or fuel. One observer reported that the wing struts were attached to
the car with sheet-metal screws and that, "...everything was really bad".
However, in addition to poor design and loose parts, the National Transportation
Safety Board reported that bad welds were partly responsible for the crash.
Aerauto PL5C
The Aerauto PL.5C was a roadable aircraft developed in Italy in the early 1950s.
It was a high-wing two-seat monoplane whose wings could be folded to quickly
transform it into a car. It was different from many such projects in that it
used its pusher propeller (powered by a Continental C85) for propulsion not only
in the air, but on the road as well. Development was abandoned in 1953.
Designed by aircraft engineer Luigi Pellarini, the Aerauto was built by
Carrozzeria Colli in Milan.
The information in this
article is mostly taken from wikipedia.org, and it is therefore free to reuse)