Retro Button Would Further Automation On the Boeing Max & Everything Else That Seems Sophisticated Beyond the Intelligence of Designers

Boeing might be looking for some new engineers shortly. You should let them know about your insights.

I think the Stratosphere Tower in Las Vegas is the place for this. They have some other thrill rides on the roof already.

assengers or critical structures.

1. When the power fails in VTOL mode it won't autorotate, and it won't glide.

With large fans one engine will be enough for take off or landing.

For a quick pre take off check the pilot first runs the engines at max lock ed in the launcher. The plane is only released at a somewhat lower safer R PM still well above take off thrust. Maximum power is only used for this t est and is not necessary or desirable for the rest of a fuel efficient flig ht.

The props on an Osprey would hit the runway if they aren't tilted back a li ttle. The fans are fixed here so, if you don't want 1 story high landing g ear, it's the same situation as an Osprey that somehow got rotors stuck in horizontal flight.

Fans always need to be strong enough to chop up birds, but, without landing gear, they need to disintegrate like tempered glass when they first contac t the runway in emergency landings so large shards don't impale passengers in the aft cabin.

Bret Cahill

I read that Osprey blades disintegrate into broomstraws.

You lose far more than half the performance if you lose one of your two engines. The second engine just brings you to the crash site, as they say.

You'll want at least collective pitch control on your 100 fan blades. Probably cyclic control too. Lose a single blade, and you may lose control of all the rest.

A helicopter rotor disk is mostly empty space, and your fan disks are mostly solid. This isn't going to autorotate. Won't glide either unless you can stop the fans and feather all those blades.

But I don't want to discourage you.

Military hardware is supposed to be dangerous. It's considered "romantic" when poor troops get needlessly killed.

At least as safe the standard 2 conventional wing mounted ducted fans where a lot of rudder is required to fly on one engine.

No rudder is necessary here.

Why?

Any imbalance forces from the loss of a blade are well over an order of magnitude less than a smaller low bypass fan like the GE 90.

Why would there be much of a need to auto rotate? It only spends a few seconds near vertical.

Passenger airliners spend a lot of time gliding?

That's obvious as you haven't provided any argument on why this isn't at least as safe as conventional wing mounted ducted fans.

Bret Cahill

The broomstrawed blades flail around, and remain attached.

No climb performance with one. Might maintain altitude. At least it will descend at a lower rate enroute to the crash site.

For instant response while taking off and touching down. The fans, and these are big ones, aren't going to spin up or down quickly. But they'll be good flywheels and hold RPM while changing blade pitch gives precision control.

The mess of pitch linkages between blades might not let one go cleanly without jamming up the whole works.

That's when the power fails! Near the ground, with no forward speed. Even if you could knock it over to horizontal in a split second... what now?

When they have to. They have a pretty good range too. But this craft, with huge drag rings encircling it, is doomed.

I want blimps to come back.

They already solved that issue! Can they do anything about the dust?

Higher bypass = faster climb. That's not in dispute.

What's in dispute is keeping the engines on the wings.

If you don't have the numbers it's best to just stick to greater than and less than logical decisions.

What's surprising is how often a lot of people can survive crashes.

Best listen to the flight attendant.

Faster, cheaper and more reliable to use control surfaces.

Control surfaces are proven technology. The Wright Bros used them.

There's no duct so it just flings free of the rotor. Even if it grazes a wing it won't be a straight on collision.

Why wouldn't the engine fail during the maximum rpm test conducted when the plane is restrained in the launcher?

Again, there is more than enough thrust for take off at a lower safer fuel efficient rpm.

Exactly vertical may not be necessary or even desirable.

How's it any different than any other conventional aircraft flying horizontal?

Post some youtube videos of large passenger aircraft gliding.

Fuel is 80% of airline operating cost. If you ever get much altitude gliding a thermal, demand a partial refund of your ticket.

Just don't mention my name.

Why can't the fans be geared together like a tandem version of the Osprey?

If one engine goes down you still have an operational aircraft.

They need even more monstrously yuge propulsion surfaces. I'd look into making the blades out of inflatable rubber.

Bret Cahill

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ly_ start from scratch:

o GE, RR, Boeing, Airbus and any rooftop not big enough for a real airport need to get together to rethink the entire aviation system.

n tandem inside of the fuselage, geared together in case one engine fails l ike the Osprey. The engine room would split the cabin area in two displaci ng a few dozen seats so the wide body version would have a for cabin and an aft cabin, bathrooms and crews etc.

ngers or critical structures.

ft is horizontal then, after everyone is strapped in, rotates for VTOL from building roofs.

There may be a military advantage putting large planes on small ships. Aft er it proves to have a good safety record in the navy, then go civilian - c ommercial with a derivative.

Placing the engine in the fuselage takes up a few dozen seats, but there sh ould be space in the engine room for checked on baggage.

Notice the 30 MW core engine isn't very large w/o the runway dragging fans:

Bret Cahill

The fan blades /are/ the control surfaces. During the time it's vertical, this is a helicopter.

has this:

"The fan has flexible blades manufactured by a resin transfer molding process, which are designed to untwist as the fan's rotational speed increases."

You're going to twist and untwist yours too. But you can't afford to wait for the fan's rotational speed changes.

With no engines, it's a windmilling prop. It's worse than that, two counter-windmilling props.

This got me thinking. You could charge a blimp like a balloon, rub it with some wool. Then send it up, and it would be propelled by Earth's magnetic field.

I think this would work.

They can start off with a small drone before going to a full size drone, al though, the small drone step isn't really necessary unless they need small drones. They pretty much know how everything will work long before anyone ever touches a single piece of material. The entire navy is going to drone s. Why be anywhere you don't want to be?

Obviously you cannot plug an after burner, even partially, but there may be an opportunity to adapt this technology for commercial aviation:

Ductless fans are noisy no matter how or where you put them on an aircraft.

Bret Cahill

!!! fantastic !!!

I want that on my motorcycle.

-story.html

ly_ start from scratch:

o GE, RR, Boeing, Airbus and any rooftop not big enough for a real airport need to get together to rethink the entire aviation system.

n tandem inside of the fuselage, geared together in case one engine fails l ike the Osprey. The engine room would split the cabin area in two displaci ng a few dozen seats so the wide body version would have a for cabin and an aft cabin, bathrooms and crews etc.

ngers or critical structures.

ft is horizontal then, after everyone is strapped in, rotates for VTOL from building roofs.

There are only 2 - 3 options for combining the engine area with the rest of the plane:

If you want radially symmetric centrally mounted engines with the fan on a drive shaft then you need an exo skeletal structure to go over the fan. Ot herwise the fan is mounted on a ring gear and the engines off center.

-story.html

ly_ start from scratch:

o GE, RR, Boeing, Airbus and any rooftop not big enough for a real airport need to get together to rethink the entire aviation system.

n tandem inside of the fuselage, geared together in case one engine fails l ike the Osprey. The engine room would split the cabin area in two displaci ng a few dozen seats so the wide body version would have a for cabin and an aft cabin, bathrooms and crews etc.

ngers or critical structures.

1. Big prop-fans eliminate stall issues

Just gun the engines and the control surfaces start working.

ft is horizontal then, after everyone is strapped in, rotates for VTOL from building roofs.

Not sure of the hold up here. Has anyone heard of any active patents on retro buttons?

"The issue, which surfaced during FAA simulator testing, concerns the ability of pilots to quickly reassert control of the plane if an automated flight handling system pushes the plane downward, said a person familiar with the matter."

Just put the retro button in and call it a day.

Bret Cahill