Green Aviation Archives - Page 2 of 2

The first human-powered helicopter (the Gamera) takes flight

Earlier this month, a team of 52 graduate students from the University of Maryland were able to get the first human-powered helicopter called the Gamera off the ground. In the video of the flight, it appears the helicopter achieved liftoff of roughly 3 to 5 inches and a hover time of 4 seconds – still shorter than the Wright Brothers’ historical flight but at least there was liftoff. However, the flight will still need to be confirmed by the National Aeronautics Association and the Federation Aeronautique Internationale.

The project is part of an effort to set an aviation ‘first’ along with a world record plus win the $ 250 000 Sikorsky Challenge.

The helicopter itself was constructed of light weight materials such as balsa wood, carbon fiber, foam and mylar and has a backbone consisting of a massive X frame where each crossbar measures 18 meter or 60 feet. Four huge rotors measuring 12.6 meters or 42 feet long then sit at the ends of the crossbars. The entire contraction takes ups a about a third of a football field but it only weighs roughly 95 kilograms or 210 pounds (not counting the weight of the pilot). The pilot (in this case, 24 year old graduate student Judy Wexler) sits in the middle and peddles HARD to fly the thing.

To watch the flight, check out this video but do note that the actual flight comes at about the three minute mark.

Aviation biofuels update

Biofuel development is an increasingly hot green aviation topic with the Enviro Aero Blog recently posting an update about their development and usage. The update noted that over the last few weeks, more airlines and groups have made announcements about developing sustainable biofuels.

For starters, OriginOil is working with the Mexican government on a plan to turn algae into a source of renewable aviation jet fuel. The aim is to produce produce 1% of Mexico’s jet fuel from algae in less than five years and then to produce twenty times that amount by the end of the decade.

In addition, Qantas has announced that it has made an agreement with a second biofuels producer to work on developing an algae-based fuel. They are also looking at doing a feasibility study on the introduction of biofuels into the aviation market.

Meanwhile, Alitalia has entered into an agreement to convert municipal waste into biofuels while other groups are apparently looking into the use of hydrogen based fuels once again.

Finally, the Enviro Aero blog noted that they will be presenting an update about the progress of biofuel at the World Biofuels Markets in Rotterdam at the end of March. Attendees will include biofuel suppliers and producers as well as representatives from airlines and aircraft makers.

With unrest spreading across the Middle East and oil prices again on the rise, we will probably be hearing more about biofuels in the near future.

Is an electric powered Cessna 172 coming to a runway near you?

The AOPA’s Reporting Points blog has recently mentioned a lengthy video interview of George Bye from Bye Aerospace whose goal is to develop and get FAA certification for an electric propulsion system for the Cessna 172 – the most popular general aviation aircraft. In the interview, George noted that the average four seat piston aircraft is 38 years old. His point: The general aviation industry is in need of revitalization and needs to become current when it comes to technology.

However, there would be a catch with the technology George is developing: Its initially intended for training aircraft because the pilot will have to land every two hours for a charge. In other words, some day you may need to add “charge batteries” to your preflight checklist!

Long distance flying using lean of peak fuel operations

Alaskan pilots are accustomed to flying long distances between airfields and hence, they are well prepared to offer a few tips about proper fuel management. Thus, a recent post on the Alaskan Dispatch’s Bush Pilot blog is well worth reading as Alaskan pilot and Charles Lindbergh enthusiast Bill Compton, who regularly makes 2,000 nautical mile flights to and from Alaska in his single engine Beechcraft Bonanza V-35TC aircraft, talked about his “lean of peak” fuel operation method.

As Bill explained to the author of the post, lean of peak refers to:

…leaning an aircraft engine to 30 degrees or more on the lean side of peak exhaust gas temperature. This protects the engine with lower cylinder head temperatures and lower combustion pressures. Another benefit is less fuel flow for the same power, increasing range.

Using this method, Bill has been able to fly his specially equipped Beechcraft Bonanza V-35TC from Alaska to Hawaii, Australia and Europe numerous times.

Specifically, the Bush Pilot blog explained that by:

Using a detailed analysis of his engine, a turbocharged TSIO520, Compton was able to gauge his exhaust gas temperatures (EGT), cylinder head temperatures and fuel flow to determine exactly how his engine was performing.
By charting the EGTs of each cylinder during fuel leaning at altitude he was able to determine the perfect fuel flow per injector for each cylinder. He then ordered specific injectors from GAMI, changed them, and came up with the perfect balance of fuel for the leaning process.

It was then noted that most pilots operate their engines 25-75 degrees rich of peak EGT and hence, they are not operating rich enough. In fact, the difference between where pilots should be rich of peak and where they could be lean of peak can be as much as three or four gallons per hour with a six cylinder engine.

Even if you do not fly the same distances that Bill does, his fuel saving advice is well worth noting. Moreover, the Bush Pilot blog noted that Bill is happy to share his advice and even provided his contact details where he can be reached.

Student flies human-powered "wing-flapping" plane

On both a green aviation and an innovation note, Yahoo! Green has recently reported that a Canadian university student has done what Leonardo da Vinci dreamed of: He piloted a human-powered “wing-flapping” plane called an ornithopter. The machine was actually sketched by da Vinci back in 1485 but it was never actually built.

The ornithopter, nicknamed the Snowbird, was flown by Todd Reichert, an engineering student at the University of Toronto, for 19.3 seconds and covered 475.72 feet. The 92.59 pound machine is made from carbon fiber, balsa wood and foam and it maintained an average speed of 15.91 miles per hour.

The historic flight occurred on August 2, 2010 and apparently its the first officially confirmed flight in an ornithopter. Moreover, Todd and around 30 other students had worked on the aircraft for 4 years and Yahoo! Green noted that:

Todd endured a year-long exercise program in which he lost 18 lbs. to prep for the flight. Because the plane has a wingspan of 104 feet — which is comparable to that of a Boeing 737 — the pilot had to pedal with his legs all while pulling on the wings to flap at the same time. And he had to do it fast enough to fly!

Sadly though, the aircraft will probably never be flown again.

HPO Flight from U of T Engineering on Vimeo.

New green aviation engine uses alternative fuels

On an interesting environmental and green aviation note, General Aviation News and Creamer Media’s Engineering News Online have both recently noted how South African general aviation company Adept Airmotive has developed the first general aviation engine, Adept 320T engine, which is able to power a light aircraft by using a range of environment-friendly alternative fuels. These fuels include normal unleaded petrol with an octane rating as low as 85 to more environment-friendly alternative fuels, such as biofuels and liquid petroleum gas.

According to company officials, the 158-kg liquid-cooled engine produces 320 hp and it has an advanced electronic engine management system in place – setting new standards for performance and low life-cycle costs. The 120º V6 engine also has low-lead nitrous oxide and carbon dioxide emissions combined with reduced noise levels as well as high levels of strength, durability and smoothness.

Currently, the engine powers a South African-designed and all-composite SA Ravin 500 light aircraft while Adept is in discussions with investors as well as the South African government in order to fund full production. The company is also seeking regulatory certification through the European Aviation Safety Authorities (EASA) in order to start supplying engines in greater numbers. Moreover, the company will also continue to work closely with composite aircraft manufacturer Ravin to further develop the Ravin 500 aircraft along with a twin-engine aircraft and an all-African range of general aviation aircraft that uses only local suppliers and materials.