Fly Dragonfly Helicopter
Download File ->->->-> https://fancli.com/2sZV0R
There is something empowering about making the propeller from a trashed 2-liter drink bottle; and wind up with a propeller that's superior to commercial propellers. Your flying machine will go higher than the tallest trees with no batteries (assuming you wind it). Unlike model airplanes, which can be plagued by stability problems from a slightly warped or crooked wing, helicopters always fly true. Nobody is excluded. Windup helicopters are so inexpensive that whole classes of students can make them for much less than a dollar for each project.
Q. Where are the instructions for building the helicopter?A. Click here. This is called the Eco-Empirical (Eco-E for short) design because it's made largely of recycled stuff and it's really good for experimenting with. That distinguishes it from a simpler design...
Q. How high to the helicopters go?A. If you wind them up enough, Human Powered Dragonfly Helicopters will go way higher than tall trees. The heavier kind made with commercial propellers do not go as high, but will still go as high as a big house or hit the ceiling of a gym, auditorium or flight hanger.
Q. Can you really send gliders up with the helicopters?A. Yes, you can make a very simple paper glider that you wedge under the rubber band. As the rubber band unwinds, it pushes out the gliders. You can see how to make the gliders here and I am making a web page dedicated to making releases more consistent as people like you experiment and find eve better ways to do it.
Q. Do the rubber bands break?(1:13)A. It is quite rare for Tan Super Sport rubber to break. In fact, most people never wind them anywhere close to their capacity. However, we send extra rubber bands with our Dragonflies just in case. You can also buy enough rubber for 6 helicopters inexpensively because we can send it in an envelope.
A total of seventy-two Dragonfly helicopters entered service with the Fleet Air Arm of the Royal Navy in the training, air-sea rescue and communications roles. The first unit to be equipped with them was 705 Naval Air Squadron, which is believed to be the first all-helicopter squadron to be formed outside of the United States. The Dragonfly was the first British-built helicopter to be used by the navy and the first to operate from a British ship in trials on RFA Fort Duquesne in 1951.[1] A Dragonfly led the helicopter section of the flypast at the Coronation Review of the Fleet in 1953.[2]
National Wildlife Photo Contest entrant Gail Norwood managed to capture this rare in-focus image of a dragonfly in flight.Dragonflies are among the fastest flying insects in the world, clocking speeds of over 35 mph! If you need context, I struggle on the treadmill at 8 mph.
Original Dragon Fly company founded in 1993 by twin brothers Angelo and Alfredo Castiglioni specifically to produce the Dragon Fly 333 light helicopter, rights to which were taken over from general engineering company CRAE Elettromeccanica SpA. The company was taken over by German owners in 2001 and moved to a new factory at Ovada. The Dragon Fly 333 is being further developed into the Dragon Fly 334 GP. DFH DRAGON 334 TYPE: Two-seat helicopter. PROGRAMME: Developed originally by CRAE; design studies and manufacture of single-seat prototype 1985-88; ground and flight testing of this aircraft, 1989-90; two-seat prototype built and tested, 1991-93. Total of two single-seat and three two-seat prototypes, followed by four pre-series aircraft; production, as Dragon Fly 333, transferred to new factory from October 1994. Developed and tested by manufacturer to standards approaching FAR Pt 27; initial Italian certification is in ultralight class, but domestic VLR (very light rotorcraft) certification obtained 16 June 1996. Relaunched at Aero '03, Friedrichshafen, April 2003, under new ownership and new designation. In 2001, a Dragon Fly was flown at the Cielo di Volo air show, powered by a 112kW APU of undisclosed type. CURRENT VERSIONS Dragon Fly 333: Original version; discontinued. Powered by one Dragon Fly/Hirth F30A26AK four-cylinder two-stroke, rated at 82kW for T-O, 70.8kW maximum continuous. Dragon Fly 333AC: Certified version to Italian VLR rules. Discontinued. Heliot: RPV version developed in association with French companies Etudes et Developpement Techniques (EDT) and CAC Systemes; launched in June 1996 when prototype displayed at Eurosatory 1996 show at Le Bourget, Paris. No further production known. Discontinued. DFH X 334: Proof-of-concept vehicle for 334GP, with new engine, rotor controls and drive system. Flying by 2002. Dragon 334 GP: Based on Dragon Fly 333 with commercial applications including traffic and border observation, aerial photography, powerline patrolling and crop-spraying. New rotor controls, drive system and tapered tail rotor blades, plus single-piece front/upper glazing. Prototype unflown by May 2003, when exhibited at Aero '03. As described. CUSTOMERS: First delivery of Dragon Fly in May 1994 to Chinese Civil Protection Volunteers. Total of 80 ordered, of which some 70 delivered, by late 1998 to customers in Abu Dhabi, Australia, Belgium, Czech Republic, France, Germany, Italy (37), New Zealand, Portugal and Turkey. First delivery of Italian certified version was in 1997; initial operator was Venice Aero Club. Dragon 334 deliveries had not begun by mid-2003. DESIGN FEATURES: Two-blade, semi-rigid main rotor and two-blade tail rotor; all blades of NACA 0012 aerofoil section, main rotor nominal speed 520 rpm. Can be road-towed on trailer with main blades folded. Optionally available in kit form. STRUCTURE: Cabin is welded titanium frame with composites outer shell; aluminium alloy tailboom, rotor blades and landing skids. Full corrosion protection. LANDING GEAR: Conventional twin-skid type. Emergency floats and skis under development. POWER PLANT: One 84.6kW Rotax 914 flat-six. Transmission driven through centrifugal clutch and two V-belts. Fuel capacity 64 litres of which 57 litres are usable. ACCOMMODATION: Side-by-side seats for two persons. Dual controls standard. Small baggage compartment below seats. SYSTEMS: 12 V electrical system with engine-driven generator and 12V 24Ah batlery. AVIONICS: Comms: Provision for transceiver and intercom. Flight: Optional electric lateral trim. Instrumentation: Standard VFR. Jane's All the World's Aircraft, 2004-2005 Established 1993, produces the Dragon Fly mod 333 two- seat piston-engined light helicopter (certificated June 1996). HELIOT variant is for military and civil special operations, with a 300kg useful load and is fitted with a camera and color monitor; can carry an external module to permit unmanned remote flying; with module removed, HELIOT can be piloted. D.Mondey "The New Illustrated Encyclopedia of Aircraft", 2000 Links: DF Helicopters Technical data for CH-7 "Kompress"Main rotor diameter: 6.60m,tail rotor diameter: 1.12m,overall length, rotors turning: 7.86m,fuselage length: 5.56m,height to top of rotor head: 2.36m,empty weight: 282kg,take-off weight: 450-500kg,max level speed: 148km/h,cruising speed: 120km/h,max rate of climb: 390m/min,service ceiling: 3050m,hovering ceiling, IGE: 2050m,hovering ceiling, OGE: 1450m,range: 300km,endurance: 2hComments1-20 21-40 41-60 frank, e-mail, 28.01.2016replycon men still no answer after 7 years
Dera Sir,I am interested in purchasing a 2 side-by-side seater helicopter Dragon Fly X 334 GP for commercial personal use and for distribution in South Easr Asia markets.Please confirm contacts to further proceed.Thank you with kind regards.
do u have any helicopter of $5 million dollars, i have one for sale so i will add money and buy another one, if you have any body to buy second hand use. just 5 months i used that. pls get back to me before i will go back to work on monday
saluti a tutti da gianluigi bedin dal venezuela sono molto interezato nel helicoptero dragon 333 /334 vorei sapere il prezo di ogni modelo, e se ce la posibilita di distribuzione per il venezuela, cordiali saluti gianluigi
DPI products are custom built UAS solutions for our customers. Our product lines span between free-flight tandem UAS to tethered UAS. DPI designs, builds and tests autonomous unmanned helicopters. Since 1992, our professional and consistent experience provides clients with reliable aircraft and component design services. These services include aerodynamic performance, structural design, electrical system design, and automation.
The Sikorsky (model S-48) R-5 (British name Dragonfly) was first flown on August 18, 1943. The first XR-5, in 1944, was a tandem rotor model, the VS-272; all others, VS-327s, were single rotor. The R-5, developed concurrently with the R-6, with a crew of two seated in tandem, had an all-metal fuselage. It was designed to have a greater useful load, range, speed, and service ceiling than the R-4. Sikorsky designed what would become the two-seat R-5 helicopter in response to a USAAF specification for a large observation helicopter. The USAAF interest was in part a response to the success of Sikorsky's R-4, which was designated by the military as the HNS-1 and was tested extensively by the Coast Guard under the expert guidance of Coast Guard helicopter pioneer CDR Frank Erickson--the Coast Guard's first helicopter pilot. The two-passenger R-5 (H02S-1) was further redesigned to meet civilian and military requirements and became, in August 1946, the first helicopter to be sold to a commercial operator. This three-passenger version of the R-5, while retaining its 450-horsepower engine, was designated by Sikorsky as the S-51 and by the Navy in 1946 as the HO3S-1.The R-5, produced in 11 models through 1951, could be rigged to carry four external litters, two per side, in the MedEvac role. It had provisions for cameras and a radio. The R-5D model added a third seat, nosewheel, external hoist, and an external fuel tank. The H-5, originally designated the R-5 (H for Helicopter; R for Rotorcraft), was designed to provide a helicopter having greater useful load, endurance, speed, and service ceiling than the R-4. The first XR-5 of four ordered made its initial flight on August 18, 1943. In March 1944, the AAF ordered 26 YR-5As for service testing, and in February 1945, the first YR-5A was delivered. The S51 Dragon Fly, was placed in production in 1946. The R-5 (H-5D) served with the U.S. Army Air Force, U.S. Navy (as the HO2S-1), and U.S. Marine Corps. The R-5/H-5D was build under license to Great Britain as the Dragonfly. The Westland Dragonfly served with the Royal Navy and a few saw service with the Royal Air Force. The R5-A was powered by a 450 hp Pratt & Whitney R-985-AN-5 Wasp Junior engine.In 1947 was delivered to the United States Army upgraded by incorporating a 600 horsepower 1340 Pratt and Whitney engine and an increased rotor diameter from 48 to 53 feet. Licence-produced by Westland, the British service designation of the S.51 was Dragonfly. The R-5D was the basis for the four-seat Sikorsky (model S-51) which gained fame in Korea with the U.S. Naval Air Rescue Service. The Sikorsky S-51 commercial helicopter, a development of the USAF Sikorsky R5 of 1943, first flew on 16 February 1946. In USAF service the S-51 became the R-5F until June 1948, when "R" designations were recategorized as "H". Consequently, the commercial S51 then became the military H-5F. This early helicopter was called the HO3S-1 Hoverfly in US Navy service.A later Westland development was the Widgeon, which had a larger fuselage with a distinct nose. This version set the stage for ongoing development work in 1949 which evolved into the S-55 HO4S-3 helicopter.During its service life, the H-5 was used for rescue and mercy missions throughout the world. It gained its greatest fame, however, during the Korean Conflict when it was called upon repeatedly to rescue United Nations' pilots shot down behind enemy lines and to evacuate wounded personnel from frontline areas. More than 300 H-5s had been built by the time production was halted in 1951. Three American helicopters saw duty in Korea: the Sikorsky H-5 Dragon Fly, the Bell H-13 Sioux, and the Sikorsky H-19 Chickasaw. They participated in air evacuation of combat casualties and search and rescue missions to locate downed pilots behind enemy lines. At the beginning of the war, FEAF had five H-5Hs, a type that first flew in 1943, and AMC authorized the shipment of 15 more in August 1950. These had to be disassembled and shipped by aircraft from the San Antonio and Sacramento AMAs. By 1952, the H-5 was being phased out of the Air Force inventory.HO2S-1Sikorsky Aircraft built about 65 R-5s, of various versions, for the USAAF, Navy, and Coast Guard. The first two examples tested by the Navy were designated HO2S-1, while the remainder of the Navy/Coast Guard R-5 derivations were designated the HO3S-1. The prototype first flew in August of 1943 while the first HO3Ss were delivered to the Coast Guard in August of 1946. LT Stewart R. Graham of the Coast Guard Rotary Wing Development Unit was a pioneer in the development of the helicopter for the Coast Guard and Navy. He flew the Coast Guard's HO2S-1 (BuNo 75690) during tests for the Navy of the Hayes XCF "dipping" sonar in March of 1946. These tests proved the worth of "dipping" sonars mounted on helicopters. The test also involved the captured U-2513--which proved to be significantly more quiet than the U.S. fleet submarine used during the tests--leading the Navy to order the removal of all deck-mounted weaponry and material from every fleet submarine still in commission. @media only screen and (min-device-width : 320px) and (max-device-width : 480px) { #ga-ad {display: none;}} 2b1af7f3a8