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HyperHelo – Tech

heloAfter decades of dismal failures for NATO nations’ development of super-sonic rotor-wing craft, in 2014, with the development of poly-carbon aluminum-hydride alloys and multi-vector lift airfoils (developed for the specialized hybrid SCRAM/RAM-jet intake “fan” of the hyper-sonic LORAN Fighter X-103, USA), ETHOS and U.S. Department of Defense created successful tests of what would later be dubbed the “HyperHelo.” The primary problem with supersonic helos is advancing rotor blades are traveling much faster in a forward vector than retreating blades. In a super or hyper sonic aerodynamic “cone,” the stress on the rotating blades would cause the craft to flip or just tear rotors off. Additionally, in a faster-than-sound cone, the rear or tail rotor, designed to keep the helo from turning opposite the giant main rotors, would also find massive vacuum and wind stress patterns which would tend to rip the small, fast-spinning blades off the fuselage and prevent the hovering of the craft.

The solution was completely remodeling the concept around rotor-wing craft as it applies to super and hyper sonic speeds. Since air behaves in a completely different manner at over 3,000 mph, the design difficulties in making even a fixed-wing craft able to fly at sub, super and hyper sonic speeds is monumental. It was realized quickly the concept of spinning blades to create lift in a supersonic environment was simply not possible. Thus, finding a way to stop or arrest the rotors of a helo had to be entertained. Many models were proffered: The Osprey concept whereas the main rotors are slowly stopped while the twin scramjets increase speed, telescoping blades that are ultimately retracted slowly while speeds increase and swing wings extend, and other designs having to do with gradually speeding up the forward velocity of the craft. Unfortunately, none of these designs addressed the main mission of the HyperHelo, or H2, as it became affectionately known: a hypersonic air/ground assault carrier with VTOL, maximum maneuverability, and fixed wing acceleration/egress capability. In short, it had to go from subsonic to super sonic in seconds not minutes.

The breakthrough came when ETHOS designers created an alloy that was flexible, resisted warping at high stresses, was malleable when introduced to iodine and x-rays while at the same time was able to manage structural integrity at temperatures ranging from -50 degrees F to +1,100 degrees F. The resulting PCAH alloy was quickly moulded into a six blade rotor assembly.

The solution to retreating and approaching blade issue was solved with a simple, but elaborate mechanism: the counter rotating weight assembly. At sub sonic speeds, the 6 blades rotate as normal while dense electro magnets counter rotate around the rotor mast just inside the fuselage. When the pilot engages the RAM/SCRAM jets, the magnets use an immense amount of electricity stored in large capacitors (charged by the counter rotating main rotors via the magnets) to arrest the rotor from .75 to 1.25 seconds. The blades lock into a position where two blades point directly fore and aft, and the other four blades create a 45 degree shifted cross pattern. Because of the forces involved in super sonic flight, the forward blade bends down creating natural additional lift for the craft while the other blades provide direct lift and attitude adjustment. When the pilot wishes to enter subsonic speeds, simple autorotation brings the craft’s rotors back into spin. However, in emergency situations, the main rotor magnets can also spin up the rotors since the RAM/SCRAM jet engines funnel power to the craft on the whole and its generators also charge the capacitors.

In order to solve the tail rotor issues, a simple vectored air-ram thrust unit is used on the port rear side of the tail. It is attenuated once the craft reaches 500 mph since the wind across the frame keeps the craft from counter rotating.

As a result, the safe cruising speed of the H2 is roughly 3,000 mph at 60,000 feet.

Armament of the H2 can rival that of the venerable Apache helicopter or F-18E including all manner of smart bombs, air-to-air ordinance and intelligently acquiring m60 cannons. Because of the hypersonic flight speeds of the H2, all armament is stored inboard and there are only underbelly mounts for external fuel tanks (2).

The H2 can carry up to 25 people if stripped of missile munitions, or a combination of the two. The H2 can also approach and hover at 1/4 the decibel level of standard helos. This gives the H2 a powerful tactical advantage for night operations.

The H2 also possesses state of the art electronic warfare packages, RADAR and IR Jamming and active defense systems. Although the H2 does not possess the same level of fuselage stealth capabilities of modern warplanes, it was decided that active electronic jamming would be far more desired than compromising the already complex structural designs of hypersonic rotor wing flight to accommodate a smaller RADAR picture.

The H2 is one of the most lethal weapons in the NATO arsenal and rivals any other aerial weapons platform including the F-35 GSF, F-22 Raptor, AEGIS Surface Warfare Systems and HK Satellite platforms.

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