Cascade Ultralights Kasperwing

Discussion in 'The light stuff area' started by jedi, Nov 10, 2017.

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  1. Feb 9, 2018 #21

    Highflight

    Highflight

    Highflight

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    Henyrk,

    The Photo is of Scott Price with a production float equipped Kasperwing, I believe it is the last unit of over three hundred that Cascade Ultralights produced.

    The video is of Steve Groddruck testing floats for the first time. Steve can be seen standing on the floats in an attempt to stay dry and gain sufficient angle of attack for take off.
    The initial tests revealed that the spray from the floats rapidly damaged the wooden prop and soaked the pilot, a series of spray skirts were fabricated to eliminate the water problems.
    Scott and Steve's solution was a full span, float to float skirt, I suggested to using airfoil ribs in the fabric, the result was a system that completely eliminated prop damage and kept the pilot dry. Additional
    benefits were that the Kasperwing would now take off in a shorter run than it land based counterpart and the weight of the floats being offset by the added lift of the increased lifting surface.
    We believe the short water take off run to be a function of the compressed air between the floats lifting the airplane in the same manner as Alexander Lippisch's water skimming, ground effect machines.
    The large open area at the front of the KW float skirt directing and compressing airflow to provide lift when in contact or close proximity to the waters surface. The only downside to the float system was
    a reduction in airspeed, this is of course is to be expected for float equipped planes. As I stated before, the OEM floats should be lengthened approximately a foot aft of the step to provide more floatation
    ,stability and prevent aft tip over which one pilot experienced while inspecting his sparkplug.
     
  2. Feb 9, 2018 #22

    henryk

    henryk

    henryk

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  3. Mar 4, 2018 #23

    henryk

    henryk

    henryk

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  4. Mar 4, 2018 #24

    jedi

    jedi

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    It looks to be thrust limited. Not enough power. Nice motor though. Cooling may be a problem for paramotor application as shown.
     
  5. Mar 4, 2018 #25

    henryk

    henryk

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    DLE 170 <18 HP !
    -but in CR (Counter Rotating) mode I hope to get >50 kG thrust force +NO propellers reaction !

    =the "green" one give 45 kG...(wooden 1.3 m propeller).

    ^F8C4FF1845A26B36D20329E039FF7D772A11F39CE5DC1A8EDA^pimgpsh_fullsize_distr.jpg
     
  6. Mar 11, 2018 #26

    b7gwap

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    Too bad this design intellectual property seems to have disappeared. Nice flying wing. Looks to my untrained eye like a tube ladder, wire braced with battens and sailmaking that appear to be pretty sophisticated in that I spied some beautiful reflex in the clean trailing edge. Maybe if somebody has a good example it could be reverse engineered.

    https://m.youtube.com/watch?v=mGY5cMsgUis
     
  7. Mar 11, 2018 #27

    henryk

    henryk

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    Last edited: Mar 11, 2018
  8. Mar 13, 2018 #28

    henryk

    henryk

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  9. Mar 13, 2018 #29

    Highflight

    Highflight

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    Hello,

    Steve Gorossruck's shop drawings for the Kasperwing still exist, there is a assembly manual online @ Kasperwing.com. There are no plans at this time to reproduce plans for distribution at this time, over the years a few Kasperwings were back engineered an flew successfully. The sailmaker that has provided the Dacron sails has recently relocated to Bellingham, Wa. USA, they will be producing sails again when the loft is set up.
     
  10. Mar 13, 2018 #30

    Highflight

    Highflight

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    Henryk,

    I think the 170 boxer would be too small except for a very light weight pilot. I do think the opposed twin cylinder layout is a very good design and would eliminate much of the vibration of an inline twin.
    Stewart & Moody produced a vertical, "boxer", counter rotating, coaxial, twin engine that worked very well. It might be worth trying this sort of arrangement again.

    https://www.stewartaircraft.com/letters_photos_02.html

    Twin Maximizer
    Here are three photos, just found, of John Moody and me test running the prototype Twin Maximizer that I designed and patented in the late 70's. It's mounted in my Ultralight "Puffin".
    John and I collaborated on several projects "way back" then, middle 70's to early 80's, this being one of them. May 11, 1981.

    "This unit , as you can see, allowed each engine to run separately or together using no common components and driving counter-rotating propellers to provide a true twin engine installation in an airplane.
    The installation achieves perfect symmetry and trim in case of an engine failure.

    Some interesting experiments were made, one of which had John switching off one of the engines at the instant of takeoff, then taking his hands and feet off all controls and climbing safely away on the other engine.
    The maneuver was very impressive and not duplicated in any other twin engine airplane of which I'm aware.

    The Twin Maximizer is actually very simple and light weight. They were sold mounted on Easy Risers which gave that machine spectacular performance.
    John set several altitude records with it near Milwaukee."
     
  11. Mar 13, 2018 #31

    henryk

    henryk

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    https://www.stewartaircraft.com/letters_photos_02.html#::=

    =one of the best solutions,iff I know ...

    -"auer" is counter rotating too,but only one engine and NO gears !

    f.e. engine rotates 6000 rpm,and propellers only halve,circa 3000 rpm...

    -now we examine 1 kW model=>10 kGf/kW

    (18 HP, circa 10 kg=including propellers and frame= weight, should be anoth to the KASPERWING)
    =ZERO drive to schassi reaction!

    PS=auer "green" climbes circa 2m/s with ZONACH +wooden,not good propeller...
     
  12. Mar 13, 2018 #32

    Highflight

    Highflight

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  13. Mar 14, 2018 #33

    henryk

    henryk

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  14. Mar 15, 2018 #34

    Highflight

    Highflight

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    I do not weight or power details on the Maximizer engine package, I do know that it uses two 8.5hp Chysler PowerBee engines. The prototype Kasperwing U/L used one of the PowerBee engines and a Soarmaster prop, climb performance was disappointing with one engine.

    Video by Chuck Clay former Kasperwing owner and enthusiast.

    https://www.youtube.com/watch?v=hpgpgvvMDuo

    Counter rotating props may be the future when electric motors replace gasoline.

    https://www.youtube.com/watch?v=Xe1g1JrRRkY
     
  15. Mar 15, 2018 #35

    henryk

    henryk

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    =two 8.5 HP engines are heavier,then one 17 HP opposite one ( 5 kg boxer)...

    -CR drive (with rotated cilinders) is not easy to realise,but efficiancy is much better,then
    classical,with two motors or gear.

    -electro=now to heavy accus!
     
  16. Mar 16, 2018 #36

    henryk

    henryk

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  17. Mar 16, 2018 #37

    Highflight

    Highflight

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    At the time of the filming the airplane hadn't been flown, the design goal was about 10 minutes which would be enough to complete the Red Bull Pylon race.

    [video]https://www.electro-flight.com/contra-rotating[/video]

    https://www.electro-flight.com/
     
  18. Mar 16, 2018 #38

    henryk

    henryk

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    https://www.crflight.com/

    -this technology can increas efficiancy of counterrotating propellers...
     
  19. Mar 19, 2018 #39

    Highflight

    Highflight

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    I would very much like to install one of the CRFlight systems on one of our Kasperwing ultralights when battery density improves. Graphene batteries may offer three times better energy density than current batteries, that will be the tipping point to move into electric flight.
     
  20. Mar 19, 2018 #40

    henryk

    henryk

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    -I cant wait (to old!), then we by opposite motor (DLE 170) and install them in CR mode...
    (cylinders rotating too)
     

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