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Custer Channelwing: Dreams and Schemes Developing a great idea.

Over the years,a number of attempts have been made to revive the Custer. They are shown in this section to demonstrate newer ideas, and improvements in Channelwing theory. Only ideas that have been researched and designed by aerodynamic professionals are included. These aircraft are capable of being built and flown to design specifications, according to research data mentioned earlier, and competent research conducted since. Designs by Product Development Group The P-20 Raider and the P-50 Devastator Sometime in the late 1980s, an international consortium called the Product Developement Group was formed to design and build aircraft for the U.S. military. These designs incorperated up to date technology and new innovation for the channelwing. After a great deal of searching, I have found the full production drawings for the two aircraft. It would appear that they were to compete with the V-22 "Osprey", but the project fell through with the death of the major backer. I have many pages of "demo" drawings such as these, along with performance data, tooling requirements, etc. These are truly impressive aircraft by any standards. This performance coupled with the reliability would seem to place them far ahead of the V-22 Osprey. Although they could be designed for vertical takeoff, it would seem of little use considering the slow approach and takeoff speeds. You will note the channel is placed in front of the wing, with a stub wing behind it. This gives a very strong structure ( +8, -4 G) that would make the P-50 a real contender for close support or high speed attack roles. Judge for yourself, keeping in mind that these designs were the product of University studies, competent engineering, and hundreds of hours of flight testing, rather than the wishful dreams of a novice. View P-20 Raider statistics View P-50 Devastator statistics The Rhein Flugseubau Company RFV-1 In the 1960's, The channelwing was studied by Rhein Flugseubau Company of Monchengladbach, West Germany, for the German government. Their chief engineer, Hanno Fisher, was recognized as one of the finest engineers in germany. He added several new concepts to the Custer. On the RFV-1 he placed a single channel on top of the aircraft, on centerline. This removed the need to cross shaft the two engines, which drove a single prop behind the channel, and erased any roll problem experienced in case of an engine out on takeoff, or during low speed operation. This was seen as a plus, even though a single channel creates less static vertical lift. Fisher also added an annular duct around the prop, which transitioned into the Custer channel. This added low speed thrust and channel lift, while helping solve the critical, prop tip / channel clearance, at various power settings. He also added an "oberflügel" in front of the duct, and in the channel, which added extra static lift. Considerable research was done at the University of Aachon, 20 miles from their production facility along with 100 actual flight tests. work on the RFV-1 progressed through these flight tests, but apparently didn't survive fine tuning. According to one knowledgeable source, Rhein Flugseubau decided to add extra width to the fuselage, to gain passenger space. The added structure interfered with the airflow into the channel, reducing the efficiency, and eventually dooming the German project, due to an austerity program by the government in the 60's. This caused a lack of funds to re-work the passenger area and the project was dropped sometime in the late 60's, in order to work on more profitable projects, and the aircraft was parked. I have no knowledge of the disposition of the aircraft at this time.   Channelwing innovations by Hanno fisher. 1. Annular duct 2. Oberflügel 3. Custer channel faired to annular duct. 4. Control surface flaps in prop wash for low speed control and added lift.   Specifications for the Rhein Flugseubau RFV-1     Empty Wt. 3,740 lbs. Useful load 1,573 (less fuel) Fuel allowed 1,507 lbs. MATOG 6,820 lbs Power 2 - 250 HP Lycoming Speed:   Max. (two engine) 200 MPH Max. (single engine) 154 MPH Normal cruise 194 MPH Climb: 2796 fpm T.O. distance 161 ft. T.O. over 50' obstacle 361 ft     Two Place Civil VSTOL In the 1950's, The Custers started a design on an aircraft for the light plane market. The main feature was 50' takeoff and landing distance, along with 160 mph cruise. With modern design, this could be improved, particularly in the cruise speed area. Little more can be done with the takeoff distance, as you need some forward speed to have enough airflow over the controls to maintainstable flight. With modern composits, and latest designs, it should cruise above 180 mph using a 160 HP powerplant. Two placed light plane envisioned by Willard Custer, held by Harold "Curley" Custer.

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卡斯特channelwing ： 梦想和计划 Developing a great idea. 发展的伟大构想。

Over the years,a number of attempts have been made to revive the Custer.多年来，一些企图已作出振兴卡斯特。 They are shown in this section to demonstrate newer ideas, and improvements in Channelwing theory.他们表明，在本节中展示新的思路，以及改善channelwing理论。 Only ideas that have been researched and designed by aerodynamic professionals are included.只有思想已研究和设计的气动专业人士，均包括在内。 Theseaircraft are capable of being built and flown to design specifications,according to research data mentioned earlier, and competent researchconducted since.这些飞机有能力正在兴建和空运到设计规格，根据研究数据，如前所述，和主管进行的研究至今。 Designs by Product Development Group 设计产品开发组 The P-20 Raider and the P-50 Devastator 为 P - 20收集者和 P - 50 devastator Sometimein the late 1980s, an international consortium called the ProductDevelopement Group was formed to design and build aircraft for the USmilitary.有时在20世纪80年代末，一个国际财团所谓的产品开发小组，成立了设计和建造飞机为美军。 These designs incorperated up to date technology and new innovation for the channelwing.这些设计incorperated直至目前为止技术和新的创新，为channelwing 。 After a great deal of searching, I have found the full production drawings for the two aircraft.经过了大量的搜索，我已经找到了充分的生产图纸两架飞机。 Itwould appear that they were to compete with the V-22 "Osprey", but theproject fell through with the death of the major backer.这样看来，他们的竞争与V - 22 “鱼鹰” ，但该项目通过下跌与死亡的主要靠山。 Ihave many pages of "demo" drawings such as these, along withperformance data, tooling requirements, etc. These are truly impressiveaircraft by any standards.我有很多页的“演示”图纸等，这些，随着业绩数据，模具的规定等，这些都是真正令人印象深刻的飞机，以任何标准来衡量。 This performance coupled with the reliability would seem to place them far ahead of the V-22 Osprey.这表现，加上可靠性，似乎把他们遥遥领先的V - 22鱼鹰。 Althoughthey could be designed for vertical takeoff, it would seem of littleuse considering the slow approach and takeoff speeds.虽然他们可以设计为垂直起飞，似乎没有多大用处考虑缓慢的做法和起飞速度。 You will note the channel is placed in front of the wing, with a stub wing behind it.你会注意到，该频道是摆在面前的机翼，与存根翼背后。 Thisgives a very strong structure ( +8, -4 G) that would make the P-50 areal contender for close support or high speed attack roles.这使一个很强烈的结构（ 8 ， -4克） ，这将使的P - 50一个真正的竞争者密切支持或高速攻击的角色。 Judgefor yourself, keeping in mind that these designs were the product ofUniversity studies, competent engineering, and hundreds of hours offlight testing, rather than the wishful dreams of a novice.法官为自己，请记住，这些设计的产物，大学学业，能干的工程，和数百小时的飞行测试，而不是一厢情愿的梦想，一个新手。 View P-20 Raider statistics鉴于个P - 20收集者统计 View P-50 Devastator statistics鉴于个P - 50 devastator统计 The Rhein Flugseubau Company RFV-1 该大黄酸flugseubau公司rfv - 1 Inthe 1960's, The channelwing was studied by Rhein Flugseubau Company ofMonchengladbach, West Germany, for the German government. 在1960年的， channelwing研究了大黄酸flugseubau公司monchengladbach ，西德，为德国政府。 Their chief engineer, Hanno Fisher, was recognized as one of the finest engineers in germany. 他们的总工程师， hanno费舍尔，被承认为一个最优秀的工程师在德国。 He added several new concepts to the Custer. 他补充说：几个新的观念，向卡斯特。 On the RFV-1 he placed a single channel on top of the aircraft, on centerline. 关于rfv - 1他置于一个单一的渠道，再加上飞机，就中线。 Thisremoved the need to cross shaft the two engines, which drove a singleprop behind the channel, and erased any roll problem experienced incase of an engine out on takeoff, or during low speed operation. 这消除了需要跨轴的两个引擎，将一个单一的道具背后的渠道，清除任何唱名问题所经历的案件引擎列于起飞，或在低速运行。 This was seen as a plus, even though a single channel creates less static vertical lift. 这被看作是一个加号，即使一个单一的渠道，创造较少的静态垂直电梯。 Fisher also added an annular duct around the prop, which transitioned into the Custer channel. 费希尔还补充说一环形通道周围的版权，过渡到卡斯特的渠道。 Thisadded low speed thrust and channel lift, while helping solve thecritical, prop tip / channel clearance, at various power settings. 这补充说：低速推力和渠道，升降机，同时帮助解决的关键，版权秘诀/渠道关，在各电源设置。 He also added an "oberflügel" in front of the duct, and in the channel, which added extra static lift. 他还补充说： “ oberflügel ”在前面的管道，并在渠道，增加额外的静态升降机。 Considerableresearch was done at the University of Aachon, 20 miles from theirproduction facility along with 100 actual flight tests. 相当多的研究是在大学的aachon ， 20英里，从他们的生产设施，随着100的实际飞行测试。 work on the RFV-1 progressed through these flight tests, but apparently didn't survive fine tuning. 工作，对rfv - 1进展，通过这些飞行测试，但显然没有生存的微调。 Accordingto one knowledgeable source, Rhein Flugseubau decided to add extrawidth to the fuselage, to gain passenger space. 据一位有知识的来源，大黄酸flugseubau决定添加额外的宽度，以机身，获得乘客的空间。 Theadded structure interfered with the airflow into the channel, reducingthe efficiency, and eventually dooming the German project, due to anausterity program by the government in the 60's. 加上结构的干扰气流的进入通道，减少了效率，并最终dooming德国的项目，由于紧缩计划，由政府在60年代。 Thiscaused a lack of funds to re-work the passenger area and the projectwas dropped sometime in the late 60's, in order to work on moreprofitable projects, and the aircraft was parked. 这引起了缺乏资金，重新工作的客运领域和项目是下降一段时间在晚60的，在为了工作，更有利可图的项目，和飞机停泊。 I have no knowledge of the disposition of the aircraft at this time. 我没有知识的处置，飞机在这个时候。 Channelwing innovations by Hanno fisher. channelwing创新hanno费舍尔。 1. 1 。 Annular duct 环形通道 2. 2 。 Oberflügel oberflügel 3. 3 。 Custer channel faired to annular duct. 卡斯特频道faired ，以环形通道。 4. 4 。 Control surface flaps in prop wash for low speed control and added lift. 控制表面皮瓣在版权洗手低速控制和补充，升降机。 Specifications for the Rhein Flugseubau RFV-1 规格为大黄酸flugseubau rfv - 1 Empty Wt.空重。 3,740 lbs. 三七四○磅。 Useful load有效载荷 1,573 (less fuel) 1573 （少燃料） Fuel allowed燃料允许 1,507 lbs. 一五零七磅。 MATOG matog 6,820 lbs 六八二零磅 Power 力量 2 - 250 HP Lycoming 2 -2 50马力莱康明 Speed: 速度： Max. 最高。 (two engine) （ 2引擎） 200 MPH 二百英里每小时 Max. 最高。 (single engine) （单机） 154 MPH 154英里每小时 Normal cruise 正常邮轮 194 MPH 一百九十四英里每小时 Climb: 攀登： 2796 fpm 2796简介FPM TO distance 距离 161 ft. 161英尺 TO over 50' obstacle 超过50 '的障碍 361 ft 361英尺 Two Place Civil VSTOL 两地民间vstol In the 1950's, The Custers started a design on an aircraft for the light plane market. 在1950年的， custers开始了设计上的飞机为轻型飞机市场。 The main feature was 50' takeoff and landing distance, along with 160 mph cruise. 主要特征是50 '的起飞和着陆距离，随着一百六十零英里每小时邮轮。 With modern design, this could be improved, particularly in the cruise speed area. 与现代的设计，这可以加以改善，尤其是在巡航速度区。 Littlemore can be done with the takeoff distance, as you need some forwardspeed to have enough airflow over the controls to maintainstable flight. 多一点可以做的与起飞距离，因为你需要一些前进的速度有足够的气流管制maintainstable飞行。 With modern composits, and latest designs, it should cruise above 180 mph using a 160 HP powerplant. 与现代复合，及最新的设计，它应邮轮上述180英里每小时使用160马力动力。 Two placed light plane envisioned by Willard Custer, held by Harold "Curley" Custer. 二放在轻型飞机所设想的威拉德卡斯特，举行了由哈罗德“柯利”卡斯特。

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卡斯特channelwing ： 梦想和计划 The P-20 Raider 为 P - 20收集者

GENERAL 一般 Wing Span 翼展 75' 75 ' Length 长度 55' 55 ' Fuselage Width 机身宽度 14' 6" 14 ' 6 “ Fuselage Height 机身高度 12' 4" 12 ' 4 “ Pressure Cargo Hold 压力货舱 40' X 12' X 10' 40 ' × 12 ' × 10 ' POWER PLANT (Two Options) 电厂（两个选项） 1. 1 。 4 X Rolls Royce/Pratt & Whitney 4 ×劳斯莱斯 / 普惠 RTM 322 (twin coupled) RTM中322 （双耦合） Max Power 5,600 ESHP 最大功率5600 eshp Best Consumption: 0.41/lbs/hp/hr 最佳消费： 0.41/lbs/hp/hr or 或 2. 2 。 Two Allison T-56 二阿利森吨- 56 Max Power 5,600 ESHP each 最大功率5600 eshp每个 Best Consumption: 0.56/lbs/hp/hr 最佳消费： 0.56/lbs/hp/hr WEIGHTS 度量衡 Takeoff Weight (Max) 起飞重量（最大值） 71,500 lbs 71500磅 Empty Weight 空重 39,200 lbs 三点九二万磅 Useful Load 有效载荷 32,300 lbs 三二三〇 〇磅 Useful load W/internal fuel 有效载荷瓦特/内部燃料 14,300 lbs 一万四千三磅 Max Fuel (Internal) 最大燃油（内部） 18,000 lbs 一点八○万磅 Max Fuel (external) 最高燃料（对外） 10,000 lbs 一点零零万磅 PERFORMANCE (Allison T-56) 表现（阿利森吨- 56 ） Service Ceiling 服务上限 30,000 ft 三万英尺 Max Speed 最高速度 320 kts 320 kts Normal Cruise 正常邮轮 300 kts 300 kts Minimum Control Speed 最小操纵速度 10 kts 10 kts Climb Rate @ max power 爬升率，最大功率@ 2,600 fpm 2600简介FPM (RTM 322 will improve performance) （ RTM中322将提高性能） FIELD PERFORMANCE 田间表现 Takeoff over 50' obstacle at 起飞超过50 '的障碍 MTOW 71,500 or less mtow 71500或更少 less than 500 ft 少于500英尺 Landing Roll 登陆辊 less than 500 ft 少于500英尺 RANGE (Allison T-56) 范围（阿利森吨- 56 ） W/9,000 lbs cargo,瓦特/九〇 〇 〇磅货物， no external fuel 没有外部燃料 2,596 nm 2596纳米 Ferry Range, no cargo, 渡轮服务范围，没有货物， 10,000 lbs external fuel 一点零零万磅外部燃料 5,192 nm 5192纳米 (RTM 322 will improve performance) （ RTM中322将提高性能）

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卡斯特channelwing ：梦想和计划 The P-50 Devastator 为 P - 50 devastator

GENERAL 一般 wing Span 翼展 30 ft 三十〇英尺 Overall length 总长度 43 ft 43英尺 Overall Height 整体高度 19 ft 19英尺 POWER PLANT 电厂 two Rolls Royce/Pratt & Whitney 二劳斯莱斯/普惠 RTM 322 (coupled installation) RTM中322 （耦合装置） Max Power: 5,600 ESHP 最大功率： 5600 eshp Best Consumption 最佳消费 0.41/lbs/hp/hr 0.41/lbs/hp/hr WEIGHTS (approximate) 重量（近似） Takeoff Weight 起飞重量 18,000 lbs 一点八○万磅 Empty Weight 空重 9,000 lbs 九〇 〇 〇磅 Useful Load 有效载荷 8,000 lbs 八〇 〇 〇磅 Max Fuel (internal) 最大燃油（内部） 2,200 lbs 二二○○磅 Max Fuel (external) 最高燃料（对外） 3,800 lbs 3800磅 bomb bay tank 炸弹湾坦克 3,000 lbs 三零零零磅 PERFORMANCE 性能 Service Ceiling 服务上限 20,000 ft 二点○○○万英尺 max Speed 最高速度 420 kts 420 kts Normal Cruise 正常邮轮 350 kts 350 kts Minimum Speed 最小速度 10 kts 10 kts Rate of Climb 率攀升 3,500 fpm 3500简介FPM Max "G" loading 最大的“ G ”加载 +8, -4 8 ， -4 FIELD PERFORMANCE 田间表现 Takeoff over 50' obstacle 起飞超过50 '的障碍 under 100' 根据100 ' Landing Roll 登陆辊 under 100' 根据100 ' RANGE 范围 Operatonal theater Range operatonal战区范围 7,000 lbs Ordinance 七○○○磅条例 620 nm 620纳米 Ferry Range W/no payload 渡轮范围宽/无有效载荷 and 8,800 lbs fuel 和8800磅燃料 3,000 nm 3000纳米 Update:New NASA reasearch would appear to make the P-50 capable of VTOL, andincrease performance in all areas. 更新：新的美国航天局reasearch会出现，使为 P - 50 ，能够垂直起降，并增加表现在各个领域。

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卡斯特channelwing ： 联系

Professionals 专业人士 The P-50 and P-20 team are being re-assembled.为P - 50和P - 20队现正重新组装。 Consultants include heads of departments at major universities in the US and abroad.顾问包括各部门首长在重点大学的在美国和国外。 One manufacturer is onboard, but due to the size of the project more are being solicited.制造商之一，是机上，但由于工程规模更现正征求。 Inquiries by interested, qualified parties, or aerospace companies are invited.查询，有兴趣的，合格的缔约方，或航空航天公司参加。 All inquiries are held strictly confidential.所有的查询举行严格保密。 General Interest 一般利益 Thisbeing the only channnelwing web site, I hope it will serve as a centralhub for new ideas, projects, connecting those who wish to build orlearn more.这是唯一的channnelwing网站，我希望它将作为一个中央枢纽的新思路，项目，连接这些谁希望建立或了解更多资讯。 Working together as a group is much more productive, and promises a great deal of fun.工作一起作为一个群体，是更为生产力，并承诺了大量的乐趣。 If you have an idea, let us know.如果你有一个想法，让我们知道。 Ideas and names may be posted on the FAQ page unless you state otherwise.思路和名称可能是张贴在常见问题网页，除非您的国家，否则。 Ifthere are enough of us, I will plan a get together in some centrallocation, so I can share the information I have with all.如果有足够的我们，我会计划一聚会，在一些中央位置，这样我就可以分享信息，我已与所有。 Contact: channelwing@yahoo.com 联系人： channelwing@yahoo.com

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谢谢大哥了