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D-Dalus Hovercraft Drohne

Flugzeuge, Großgerät, Fliegerhorste, ...
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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 20. Jun 2013, 13:25


CROP Project - Cycloidal Rotor Optimized for Propulsion

The project aims to demonstrate the possibility of a novel propulsion system based on the cycloidal device referred as PECyT (acronym of “Plasma Enhanced Cycloidal Thruster”) that has been under development at University of Beira Interior. It brings up the benefits of the strong unsteady flow thrust effects, when associated to a plasma based boundary layer control. Also, and in order to achieve a lower weight/power ratio, an integration with novel electric drives, as those developed by University of Sheffield Rolls-Royce UTC is considered. The integration of CROP into an air vehicle will certainly imply a redesign of the airframe, in order to achieve the best performance for the overall system. The new concept will be associated to diverse air vehicle mission profiles, and may lead to the establishment of new ones, resulting on a long term advancement in air transport having a small environmental footprint. The system is devised to be powered by solar photovoltaic and/or fuel cells.

The Project is coordinated by the ClusterDEM research group (clusterdam.ubi.pt), belonging to the Electromechanical Engineering Department and Centre for Aerospace science and Technology from the University of Beira Interior. The remaining consortium is composed by a multidisciplinary group of European universities and companies.

    Università di Modena e Reggio Emilia - UNIMORE, Italy
    IAT21 - innovative aeronautics technologies GmbH, Austria
    University of Sheffield - UoS, UK
    Grob Aircraft - AG Grob, Germany
    Politecnico di Milano - POLIMI, Italy

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 10. Jul 2013, 15:50

IAT21 hat vor gut einem Monat eine Art Werbebroschüre publiziert - bereits mit voraussichtlichen technischen Daten für die Variante "L1", die kleinste Baugröße des D-DALUS:

Gewicht, Nutzlast und Dienstgipfelhöhe sind vergleichbar mit der Hubschrauberdrohne Bertin Technologies HOVEREYE EX - dafür soll der D-DALUS über eine etwa 25-fache Reichweite und 2- bis 3-fache Flugdauer verfügen:

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Registriert: 26. Dez 2012, 22:36

Re: D-Dalus Hovercraft Drohne

Beitrag von scc2wi » 10. Jul 2013, 21:22

IAT21 hatte eine kleinen Messestand auf der 50. Internationale Paris Air Show Le Bourget

Ein Foto des ausgestellten D-DALUS L1 UAV

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 10. Jul 2013, 22:28

Hier noch der Link dazu:


Ganz schön klein. Aber es sieht nicht schlecht aus. Ich bin nur nach wie vor am Rätseln, wo man an diesem Fluggerät die Nutzlasten (z.B. elektrooptische Sensoren) anbringen wird? Und worauf es landet? Es braucht schließlich ein Fahrwerk oder dgl.

Ich habe noch ein paar Fotos des IAT21-Chalets in Le Bourget gefunden:



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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 11. Sep 2013, 21:59

DSEI 2013: D-DALUS UAV showcases innovative design features


Dubbed the D-DALUS, the vehicle is driven by four sets of contra-rotating disks powered by a conventional aero-engine. The disks, which rotate at 2,200 rpm generating 1,000 g at the circumference, are fitted with blades whose angle of attack (AoA) can be altered by offsetting the axis of the rotating disks. As each blade can be given a different AoA, the resulting main thrust can be directed 360° around any axis.

As noted by IAT21 Innovative Aeronautics Technologies, this system enables the D-DALUS to take off and land vertically, and to travel and rotate in any direction relative to its forward motion. In addition, the vehicle's winged chassis affords it a speed nearly double that of conventional helicopters and at far greater levels of efficiency, while its enclosed blades mean it can make contact with physical obstacles without necessarily causing them damage.

Weighing 20 kg and able to carry a payload of 100 kg, the D-DALUS is controlled via a conventional joystick, while a series of computer algorithms keep the platform stable in flight.

20 kg Leergewicht und 100 kg Nutzlast? Früher war noch von 10 kg Nutzlast die Rede. Vielleicht ist das ein Schreibfehler.



This propulsion mechanism developed for D-DALUS can carry payloads up to 10 kg in weight. IAT21 works on the development of other platforms carrying heavier payloads as well.

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 19. Okt 2013, 23:37

The best of both worlds: Bridging the gap between helicopters and fixed-wing aircraft (17. Oktober 2013)





D-Dalus can take off and land vertically as well as hover in the same way as a helicopter but it can also roll, flip or rotate very quickly around the same point. However, the real advantage comes in forward flight. It is the hover and vertical take offs and landings that is its most inefficient phase of flight – approximately 20% worse than a typical helicopter. However, this is usually only a small part of an overall mission.

"At a certain speed all the lift is generated from the wing and a 100% of thrust is used for the forward speed," says Schwaiger. "That is a big difference over helicopters and we are a lot more economical in forward flight. So we can fly from A to B faster, higher and more economically than a helicopter. We can also touch against solid objects like buildings, trees or mountainsides as we have nothing rotating outside the structure."

"Quadcopters weigh 10kg and can carry a 20kg payload while D-Dalus weighs 20kg and can take a 10kg payload," says Vice President for defence and leader of the D-Dalus project, Brigadier David Wills. "They can carry more but we can fly further, faster and more efficiently so that is the trade off."

Another key design feature for the D-Dalus team was the desire to make the propulsion systems as low maintenance as possible. The aircraft already does away with traditional flaps relying completely on vectored thrust to manoeuvre.

"Our chef engineer was a trained BMW motorcycle mechanic," says Brigadier Wills. "If there is something we ask him to do that he can't, we have to redesign it. The aim is that it will need a one-hour service every year."

The main structure and much of the rotating components of the D-Dalus are made from a lightweight carbon fibre, allowing various powerplant options to be considered. There are several possible methods of powering the four cyclogyros: it could potentially be achieved using electric batteries or an internal combustion engine. In the case of a diesel engine, it is placed in the middle of the aircraft and a gearbox is used to transmit the power to each rotor. An electric version uses batteries and each cyclogyro would have its own electric motor. Last year IAT 21 conducted a successful test flight using an engine from a racing ski-doo with around 145-150 hp.

IAT 21 are also examining other novel concepts and technologies to further increase these attributes. Amongst them is a revolutionary way to improve the aerodynamic performance through its rotors. The team is also examining a technique to electrically generate a plasma boundary layer that influences the airflow over the rotor blades using a Plasma Enhanced Cycloidal Thuster (PECyT).

"It is an electromagnetic plasma and is not hot," says Schwaiger. "The current is induced through the centre and there is a wire through the composite air blade. It is a pulsing electromagnetic field that is only a few microns across the surface thickness but it immediately influences the friction of the airflow and you can direct it precisely. So that allows almost pure laminar flow over the wing."

The idea is establish the technology as a UAV and then explore the possibility of using it as a manned aircraft. That development, of course, will take a lot more time and money and IAT 21 hopes to partner with a bigger aerospace company at some point in the future. In the nearer term, D-Dalus is likely to continue flight trials next year for both military and civilian applications.


Amtsblatt und Informationen von öffentlichem Interesse, Nr. 197, 9. Oktober 2013

FN 253582s

IAT 21 Innovative Aeronautics Technologies GmbH,

Leitenbauerstr. 10, 4040 Linz;

    KAPITAL nun EUR 98.550;

    GV vom 25.07.2013 Kapitalerhöhung um EUR 16.425. Änderung des GesV in § 4.;

    GV vom 25.07.2013 Änderung des GesV in § 1.;


      (D) Konos Mittelstandsfinanzierungs Aktiengesellschaft

        Einlage nun EUR 47.515; geleistet nun EUR 47.515;

      (F) Mag. Carl Ludwig Schönfeldt (08.09.1965),

        Einlage nun EUR 3.246; geleistet nun EUR 3.246;

      (G) Dr. Hermann Geissler (14.07.1957),

        Einlage nun EUR 3.192; geleistet nun EUR 3.192;

      (H) CLH Immobilien und Beteiligung GmbH

        Einlage nun EUR 20.816; geleistet nun EUR 20.816;

      (J) Dipl. Ing. Matthias Hatschek (13.01.1964),

        Einlage nun EUR 1.394; geleistet nun EUR 1.394;

      (K) Mag. Klemens Hatschek (10.03.1969),

        Einlage nun EUR 1.394; geleistet nun EUR 1.394;

      (L) Dr. Karl Arco (15.08.1961),

        Einlage nun EUR 1.912; geleistet nun EUR 1.912;

    LG Linz, 04.09.2013

Die Salzer Holding GmbH und die CCE Privatstiftung, aber auch der Erfinder des Fluggeräts, Dipl.-Ing. Meinhard Schwaiger (der ursprünglich 21,9% der Unternehmensanteile gehalten hat), sind offenbar ausgestiegen.
Zuletzt geändert von theoderich am 27. Apr 2014, 21:03, insgesamt 2-mal geändert.

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 25. Dez 2013, 23:02

In 20 Jahren wird der Individual-Flugverkehr dem Auto Konkurrenz machen (25. Dezember 2013)

„Wir haben derzeit eine konkrete Anfrage der britischen Regierung. Diese will unsere Drohnen einsetzen, um die illegale Fischerei am Meer zu unterbinden. Dadurch können viele Lebewesen beschützt werden“, so Schwaiger.

Ein nichtssagender Artikel.

The D-Dalus signals a new generation of aircraft design (5. Dezember 2013)

The D-Dalus 1, developed in 2006, has a wingspan of 1.7m and weighs 20kg. D-Dalus 2 first flew in 2012, and carries a payload of 100kg. The team aims to turn this into sustained, manoeuvrable flight, with wind--tunnel and then flight tests in summer 2014.

The cyclogyro can be controlled remotely, but IAT21 is also developing autonomous guidance software.

According to Wills, scaling up the design even further looks straightforward, and his plans include a light passenger-aircraft in the next ten years.


IAT21 wird in drei Wochen am U.S.-Austria Defence Industry Day (21. Jänner 2014) in Washington D.C. teilnehmen:

    (15 Austrian Companies)



      IAT 21 Innovative Aeronautics Technologies GmbH

    Business opportunity

      D-Dalus VTOL UAV with Cyclogyro drive


      Wanted: Direct Customers

        D-Dalus VTOL UAV with Cyclogyro drive

          D-Dalus combines the flight characteristics of a helicopter and a fixed wing aircraft

          The company is seeking cooperation partners or end customers in order to develop this aircraft further. The technology is scalable, permitting a wide range of applications as a UAV and for manned aircraft.

        Industry sectors:

          Transportation and logistics, Safety and security, New technologies


Die DARPA hat derzeit einen Wettbewerb für neuartige VTOL-Konzepte laufen - und die bekannten Vorschläge großer Unternehmen, die in diesem Rahmen entwickelt werden, sind - um es mal so auszudrücken - einfach enttäuschend. Wirkliche Innovation ist da nicht zu erkennen - eher das Aufwärmen alter Ideen:

      Vertical Takeoff and Landing Experimental Plane (VTOL X-Plane)

      VTOL X-Plane challenges industry and innovative engineers to create a single hybrid aircraft that would concurrently push the envelope in four areas:

        Speed: Achieve a top sustained flight speed of 300 kt-400 kt

        Hover efficiency: Raise hover efficiency from 60 percent to at least 75 percent

        Cruise efficiency: Present a more favorable cruise lift-to-drag ratio of at least 10, up from 5-6

        Useful load capacity: Maintain the ability to perform useful work by carrying a useful load of at least 40 percent of the vehicle’s projected gross weight of 10,000-12,000 pounds

    Sikorsky's Rotor Blown Wing -- Look Familiar? (19. Dezember 2013)


    When I first saw Sikorsky's Unmanned Rotor Blown Wing concept for DARPA'S VTOL X-Plane program, it reminded me of something. But I couldn't remember what, so I sought expert help. And the answer? It's Boeing's Heliwing - a tailsitter VTOL unmanned aircraft that flew, briefly, in 1995.

    Heliwing was funded by the Pentagon's UAV Joint Program Office (remember that?). It was a 17ft-span, 1,450lb gross-weight UAV with two 7ft-diameter proprotors powered by a single 240shp Williams WTS117 turboshaft. The Heliwing was intended to reach 180kt in forward flight and carry a 200lb payload for 5hr. The sole example first flew in April 1995, but crashed in July when the engine flamed out and the program was shelved.

    Sikorsky is working on conceptual and preliminary design of the Unmanned Rotor Blown Wing with Lockheed Martin Skunk Works under a 22-month, $14.4 million VTOL X-Plane Phase 1 contract. DARPA is expected to award up to four Phase 1 contracts. Aurora Flight Sciences has one, but isn't saying what its design looks like. And Boeing is tipped to get one for its Phantom Swift ducted-fan design (seen below). DARPA plans to pick one design to fly in 2017.

      FLIGHT INTERNATIONAL 9 - 15 August 1995 hat geschrieben:Pentagon threat puts Heliwing UAV on hold

      FLIGHT INTERNATIONAL, 1 - 7 June, 1994 hat geschrieben:Boeing picked for UAV demonstration

      The Unmanned Aerial Vehicle Joint Programme Office (UAV JPO) has picked Boeing to demonstrate a vertical - launch - and - recovery (VLAR) UAV. The selection surprised industry officials, who had thought that multiple awards would be made with
      one going to Bell Helicopter Textron to further demonstrate its Eagle Eye tilt-rotor UAV.

      The one-year contract is worth about $2 million. The Heliwing UAV is being developed by Boeing engineers in Seattle and at Boeing Helicopters. The tail-sitter air vehicle features a fixed-wing and a pair of 2m-diameter counter-rotating Propellers coupled to a 30kW (40shp) Williams International WTS-117 turbine engine.

      The Heliwing takes off and lands in the helicopter mode. Following take-off, speed is increased in the horizontal direction while in rotary mode. It then pitches/rolls over into a horizontal flight attitude. The reverse is true for landing.

      With a gross weight of 375kg, it carries 45kg of fuel and has a mission endurance of 1.5h. One full-size Heliwing VLAR demonstrator has been built. It is due to undergo windtunnel testing at Boeing Helicopters in July. Industry officials say that there were as many as nine VLAR bids were received, including another counter-rotating tail-sitter design from Dornier.

      Kaman Aerospace is thought to have offered its Spyglass, a family of intermeshing-rotor UAVs scaleable in size and gross weight to between 545kg and 5,540kg.

      It is thought that funding constraints prompted only a single VLAR award. The UAV JPO may have also felt that the
      tilt-rotor UAV has been adequately demonstrated in the Eagle Eye programme.

    Phantom Swift: Putting rapid into rapid prototyping (11. September 2013)


    The Defense Advanced Research Projects Agency (DARPA) is looking for a vertical takeoff and landing (VTOL) aircraft that can fly fast, hover efficiently and carry a lot of cargo. Thanks to rapid prototyping, a team of Boeing Phantom Works engineers in Philadelphia designed and built a flying subscale model of the innovative Phantom Swift in time to be part of Boeing's proposal for DARPA's vertical takeoff and landing X-Plane competition.

    The DARPA vertical takeoff and landing aircraft X-Plane program will have three phases. Phase I will last 22 months, with several competitor designs partially funded by DARPA. Only one consolidated Phase II/Phase III contract for fabrication and flight demonstration contract will be awarded, with a goal for a first vertical takeoff and landing X-Plane flight within 47 months.

    The first phase of DARPA’s X-Plane program is expected to begin in the next few months.

Aurora Flight Sciences hat vor beinahe fünf Jahren eine VTOL-Drohne getestet. Diese ist dann in der Versenkung verschwunden. Sie steht angeblich noch im Entwicklungsstadium:

Ich bin schon gespannt, wann die in London präsentierte Version des D-DALUS auf den Markt kommen bzw. wann sie überhaupt den Jungfernflug absolvieren wird?

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Vortrag "D-Dalus - the revolutionary VTOL aircraft" auf ILA

Beitrag von scc2wi » 26. Apr 2014, 05:05

IAT21 ist auf der ILA Berlin Air Show 2014 vertreten und hält einen kleinen Vortrag:

Mal schauen, ob sie wirklich weitergekommen sind...

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 29. Jun 2014, 02:00

Den Vortrag von IAT21 auf der ILA 2014 ist mittlerweile als ZIP-komprimierte PDF-Datei auf der Homepage des UAS-Panel 2: Research and Innovations verfügbar [siehe ganz unten: Weitere Informationen: - D-Dalus - the revolutionary VTOL aircraft (Format: ZIP, 18.826 Kbyte) ]:



Actual results of the first half of the project period (2013)

    Figure 1: IAT21 rotor assembly with 6 blades

    Figure 2: Optimised Offset System

    Figure 3: IAT21 L1 on lab bench


    • Development of an analytical model that allows for a fast identification of lift and thrust forces, as well as power requirement as a function of several cycloidal rotor parameters at different operational conditions.

    • CFD simulations of a number of geometrical aspects in cycloidal rotors.

    • Computation of the IAT21-L3 rotor geometry.

    • Evaluation of the possible conceptual designs: fully-electric and self-sustainable airship; conventional airplane with hybrid propulsion system; compound helicopter; innovative aircraft with four contra-rotating electric-driven rotors.

    • Analysis on virtual camber effect, identifying the ratio (blade's chord/rotor radius) as a key parameter.

    • Analysis of possible implementations of various renewable energy systems (batteries, fuel cells, solar panels, hybrid systems) on different typologies of aircrafts.

    • Preliminary optimization study about the best energy preserving pitching schedules of the blades during a rotation cycle, which should result in an increase of performance of CROP.

    • Analysis of possible ways of integrating PECyT (Plasma Enhanced Cycloidal Thruster) system on CROP.

    • Refinement of CFD-FEM simulations.

    • Research on appropriate means of transferring power to the rotating frame, such as axial flux machines and rotating transformers.

    • Conduction of FE (Finite Element) simulations of possible electric drive systems to establish its performance

Constructions and tests:

    • Several tests on five rotor assemblies, one of these were tested to destruction.

    • Constant updating of the air vehicle design based on experimental results of rotor assemblies and smoke tests on air flow at different rotor speeds.

    • Examination of different options for the rotor assemblies and aerial vehicle configurations. Greatest efficiency was achieved with a 6-bladed configuration.

    • Definition and testing of several rotor parameters obtained by laboratory models.

    • Construction of a rotor assembly which allows the integration of PECyT.

    • Creation of laboratory models of sub-systems, which were used to redesign the rotor offset sub-system in order to obtain a more swiftly and accurate response to controlling commands, and to approximate the centre of gravity of the aircraft as close as possible to the centre of mass.

    • Reduction of the weight of the carbon fibre wings up to 40% whilst increasing their strength.

    • Development of new component designs, manufacturing techniques and aerofoil shapes to minimise stresses, increase their strength and lifetime, and to reduce their weight.

    • Construction of a 4 rotor lab model for vertical launch tests.

    • Development of electronic components and software to allow the control during the flight and to be driven from vertical to stable forward flight.

    • Proof of the electrically driven cyclo-gyro concept and optimisation of 4 rotor lab model.

Zuletzt geändert von theoderich am 01. Nov 2014, 03:53, insgesamt 1-mal geändert.

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 17. Aug 2014, 13:55

NUMERICAL MODELLING OF GEOMETRICAL EFFECTS IN THE PERFORMANCE OF A CYCLOIDAL ROTOR (11th World Congress on Computational Mechanics, 20 - 25 July 2014, Barcelona, Spain)

C. M. Xisto, J. C. Páscoa, J. A. Leger, P. Masarati, G. Quaranta, M. Morandini, L. Gagnon, D. Wills and M. Schwaiger

Abstract. In the following paper we perform an unsteady CFD analysis of the effect of several two dimensional blade geometrical parameters in the performance of CROP. The values will be analysed in terms of power loading (Thrust/Power) vs Disk Load (Thrust/Disk Area). The geometric parameters that we investigate include: blade thickness; rotor solidity (number of blades); and pitching amplitude.

Hier gibt es einen Statusbericht und Fotos vom 1. Quartal 2014:

    CROP Project Newsletter Q1/2014

    Intermediate Research Results

    System modelling started in June under Work Package 2.4.3 and this led to an analysis of possible cyclogyro rotor configurations in September (Work Package 2.6). In June IAT21 started to validate the evaluations derived from this modelling. To do this IAT21 had to design and develop a cyclogyro rotor assembly that could be used at the heart of a future electrically powered aircraft.

    A wide variety of different designs, structures and materials were tested in order to achieve consistency in weight and strength. After many weeks of exhaustive tests a major breakthrough was achieved in October when the rotor assembly components met the design expectations and passed high load stress tests in the CROP test rig in IAT21's laboratory in Traun/Austria.


    IAT21 then constructed a small lab model with 4 rotor assemblies to assess whether the anticipated thrust would be sufficient to launch a small electrically powered cyclogyro aircraft. The experimentation work now moved from the domain of mechanical and materials engineering to software systems engineering as the team sought to design the complex control systems that would control motor speed, vary the pitch of the blades on each rotor and stabilize the aircraft in flight. Each of the experimentation threads came together in October when, in the cold test labs in Traun, IAT21 successfully launched a 20 kg electrically powered laboratory model of a cyclogyro craft.

    For further information to the CROP features, please visit: http://www.d-dalus.com

Hier noch ein frühes Foto des D-Dalus-Prototypen aus dem Jahr 2008:

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 15. Dez 2014, 22:35

Projeto CROP é apresentado em Bruxelas


4th EASN Association International Workshop on Flight Physics and Aircraft Design

Die Präsentation zum D-Dalus findet man in der PDF-Datei [1769/2213]. Vorsicht beim Download - es ist ein extrem großer File (243 MB)! Was daran sehr interessant ist: Erstmals gibt es Fotos von im Mai durchgeführten Windkanalversuchen mit dem D-Dalus L1, also der Variante mit Flügeln. Aber aufgrund des Dateiformats sind große Teile des Vortrags leider nicht lesbar, weil Bilder kreuz und quer über den Text gelegt sind. PowerPoint wäre hier sinnvoller gewesen.

PECyT - Plasma Enhanced Cycloidal Thruster

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 04. Mär 2015, 15:33

Novel propulsion system for aircraft

CROP's breakthrough concept is leading to novel air vehicle designs with improved performances and reduced environmental impact. The system is minimising fuel consumption, reducing take-off and landing spaces, and increasing aircraft manoeuvrability.

Scientists have examined different rotor assemblies and aerial vehicle configurations, with a six-bladed configuration achieving the greatest efficiency. Furthermore, they have constructed a rotor assembly that allows integrating a plasma actuator. The weight of the carbon fibre wings has been decreased by 40 %, while their strength has been increased. New component designs, manufacturing techniques and aerofoil shapes have also been developed to minimise stresses and increase power-to-weight ratio.

Another task has been electronics and software development to control the system during the flight and drive it from a vertical to a stable forward flight. The four-rotor lab model for vertical launch has been optimised and a proof-of-concept electrically driven cyclogyro has been demonstrated.

Projeto CROP prevê revolução no mundo da aviação (24. Dezember 2014)

O projeto durou dois anos e não só estabeleceu as bases científicas como testou as conclusões. O consórcio constituído pela UBI, Universidade de Modena e Reggio Emilia, Politécnico de Milão (Itália), Universidade de Sheffield (Reino Unido) e as empresas IAT21 (Áustria) e Grob Aircraft (Alemanha) construiu um protótipo que, apesar de ter voado apenas alguns segundos, mostrou o potencial do sistema.

The project lasted two years and not only established the scientific basis, as well as tests and conclusions. The consortium of UBI, University of Modena and Reggio Emilia, the Politecnico di Milano (Italy), University of Sheffield (UK) and the companies IAT21 (Austria) and Grob Aircraft (Germany) built a prototype that, despite having just flown a few seconds, has shown the potential of the system.

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 05. Jun 2015, 12:54

Project final report

After two years of fruitful research and cooperation, the CROP project has come to an end. We are proud to present you the main achievements of the project, which brought the CROP concept to a higher level of a technology readiness. A future of green, efficient and compact propulsion in innovative vehicles seems now closer.

Final project videos on YouTube:

Review of research results and highlights

CROP-propelled aerial systems

The integration of cycloidal rotors in innovative, green vehicles was the subject of a consistent share of the project activities. Four different configurations were taken into consideration:


IAT21 proposed the innovative D-DALUS vehicle, in both manned and unmanned configurations. Such a vehicle is supposed to be propelled by either fully electric and hybrid engines, and is expected to be capable of vertical take-off and landing (VTOL) and to be extremely manoeuvrable and stable. Propulsion is provided solely by cycloidal rotors (four in the preliminary design).


System design and implementation

The overall design and implementation of the PECyT needed a consistent and reliable theoretical framework to be set up to operate at system level, and some key technological issues to be tackled. In particular:

    • Three different mathematical models of the cycloidal rotor kinematics and dynamics (UBI, POLIMI, UNIMORE), were defined and successfully validated against the experimental data provided by IAT21 and further available literature. All models served slightly different purposes: the model of UBI allows for a complete kinematic analysis and parametric design of a cyclorotor; the model of POLIMI included forward flight conditions and was used to perform an aeroelastic analysis and an analysis of rotor stability at different flight regimes; the UNIMORE model was employed to define a theoretically optimal pitching schedule.

    • A further analytical model was defined by USFD for the design and sizing of electric drives and gearbox of a cyclorotor.

    • The effects of single and multi-DBD (Dielectric Barrier Discharge) on the performance of the PECyT (Plasma-Enhanced Cycloidal Thruster) were analysed by UBI, and optimal control strategies for plasma actuation in cyclorotors were defined. Theoretical results indicate that the increase in vertical lift due to the plasma actuation exceeds 5%.

    • An innovative class of rotating transformers for the delivery of the high voltage (required for DBD) to the rotor blades without the need of wirings was devised by USFD. The main advantage of a rotating transformer is that the frequency is independent of rotating speed. It also does not require magnets for excitation; it is of smaller size and can have a controlled or fixed excitation in the stator frame. This makes it a simple and robust solution for a cyclorotor application.


Experimental testing

Experimental testing was carried out entirely by IAT21 and focused on the cyclorotor configurations which were devised for inclusion on the D-DALUS aircraft. Two different tests were carried out:

    • A six-blade, 1.2 m diameter rotor was tested in the wind tunnel of the TUM (Technical University of Munich) to determine the thrust and power delivered at different rotating speeds in hovering conditions.

    • A full-scale model of the unmanned D-DALUS aircraft, complete with four cyclorotors, was tested in the same wind tunnel. Results provided by IAT21 indicate that thrust efficiency increases with forward speed, making the proposed vehicle concept a very interesting and competitive alternative to traditional helicopters.


Project Final Report

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 29. Jun 2015, 14:36

Das war's ...

    D-Dalus funding runs dry

    The D-Dalus UAV programme needs two million euros to continue development after funds dried up, more than four years after it was first shown at the Paris Air Show in 2011.

    Parent company Innovative Aeronautics Technologies (IAT21) said it was pursuing alternative projects using similar lift systems developed for D-Dalus ...

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Re: D-Dalus Hovercraft Drohne

Beitrag von theoderich » 12. Aug 2015, 00:27

Laut IAT21 hat der D-DALUS L1 im Juli seinen Erstflug in Traun absolviert:

    • Feb 2015 - Final Reports for Project CROP presented to the European Com mission in Brussels

    • April 2015 - Chairman of HAITE China visited IAT21

    • May 2015 - Dr Hans-Georg Kinsky appointed as Consulting MD to IAT21

    July 2015 - D-Dalus 1 (electric) successfully flown in IAT21's flight halls in Traun

    • 14-18 September 2015 - IAT21 present D-DALUS L1 concept demonstrator and D-DALUS Compound Helicopter concept at DSEI in London

    • 21, 22 October 2015 - Meinhard Schwaiger and David Wills speaking at the Eureka Design Conference in Coventry, UK. Title: Getting D-Dalus off the Ground


    From the first concept in 2002, to the successful launch of a prototype in 2012, Project D-Dalus represents a spectacular disruptive technology in the area of unmanned air vehicles (UAVs) and brings to the World a completely new flight propulsion technique that could lead eventually to a revolution in passenger aircraft.

    The Project includes internationally patented and proven innovations such as a special cyclogyro rotor drive system, a nearly frictionless pivot bearing and a new type of aerial vehicle configuration

      Project CROP Commenced in Jan 2013 and successfully concluded in Feb 2015, proving through sumulation that a D-DALUS cyclogyro rotor could seriously enhance the efficiency of fixed wing aircraft and helicopters. IAT21 was lead for the expermientation for Project CROP.

      The D-DALUS L1 (electric) project, partly funded by the Austrian Government, was completed in July 2015 when a 20kg demonstrator flew in the Company's flight halls in Traun, Upper Austria.

      The D-DALUS L2 85hp project is currently in progress. More news will be provided in the Autumn of 2015.

      The Compound Helicopter Project. IAT21 has received considerable investment to take forward the findings of Project DROP, together with the advanced designs of the D-DALUS cyclogyro rotor, in a new Compound Helicopter. This concept will be revealed at IAT21's stand at DSEI in London in September 2015.