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The aerodynamic fan blade profiles for modern aircraft are proprietary in nature and information is difficult to access. But such fan blades are often optimised to operate at super-sonic speeds such as 450 m/s, which is much higher than those anticipated for the FAST-Fan with sub-sonic operational air speeds closer to 200 m/s.
Performance predictions were made for FAST-Fan speeds up to the maximum design speed of 15,000rpm, at which the anticipated thrust is 350 N (36kg) and the average efflux velocity 112 m/s (250mph). The initial low speed qualitative testing phase (up to 5,000rpm) has demonstrated that the fan runs quietly and smoothly. This benefit was mainly attributed to two design features: the distance between the rotors provided by the structural stator and the fixed shaft construction which avoids the ‘shaft wobble’ problem inherent with rotating shafts. Initial thrust measurements already indicate that the performance is better than predicted and this is considered to be owing to the effects of thrust induced on the intake lip. The next stage of testing is intended to examine the effects of higher (up to 15,000rpm) and differential rotor speeds on the fan’s performance. Next steps If you need to remove the protectors, pull off at a 45-degree angle. Soak any adhesive residue in WD40 and heat it up to remove it. Adhesive alloy protectors, like Rimblades, can be fitted at home. Here’s a handy guide: How to fit self-adhesive rim protectors Due to the lightweight design, although they use a 5MM wide tape, we have successfully fitted them on narrower flat lips with no issues. Rimsavers require cutting to size during each application, and are supplied in 4 x 2.1m metre lengths and will fit wheels up to and including 24” in diameter. Additionally included in the Rimsavers kit is a set of joint covers and adhesive, so even if you don’t get the cut just right, you can cover where the ends meet. Conventional civil aircraft use propellors for regional operations to attain speeds of up to Mach 0.6 and altitudes ranging up to 30,000ft but for longer journeys that require higher speeds and altitudes (up to Mach 0.9 and 45,000ft) ducted by-pass fans are used. Both technologies are hub driven with the main propulsive airflow passing over a central energising unit, namely the gas turbine engine, and the propulsive drives being transmitted via rotating shafts.
Rimsavers are made from a near rigid plastic, that if it wasn’t made in such a thin design would appear as a hard plastic. It gets its flexibility from the thin lightweight design profile. Rimsavers are a bond on solution and have a semi-gloss smooth appearance that brake dust wipes straight off. Rimsavers have a stiff fitting guide lip on the top side and the 3M VHB (very high bond) tape is sealed from the weather, brake dust, road salt and wheel cleaners by a sealing lip. BOND ON UNIVERSAL FITTING
If you’ve damaged your wheels, alloy wheel repair is simple and may not be as expensive as you think. Here at ChipsAway, we use a SMART repair method, where only the damaged area is repaired, instead of the whole wheel. This allows you to save on times and cost. It is important to note that alloy rim protectors are not designed to absorb serious damage, they only offer light protection. Which rim protectors should I get? Use alcohol cleaning wipes to wipe any remaining residue from the edge of the wheels. Leave to dry for one minute. It is, therefore, quite logical, that hub-driven technology is automatically considered for aircraft electrical propulsion solutions: It presents a familiar technology and appears to provide lower development risk. However, it remains questionable whether hub-drives always provide the ideal configuration to meet the needs of aircraft electrical propulsion. Tyre shine and silicone based lubrication products used by some tyre fitters can leave a silicone residue on the wheel which prevents bonding. Likewise some of the brake dust repellent wheel cleaners can also stop adhesion. These will require removing with our Tyre Shine Remover spray available in our web shop.At the heart of the FAST-Fan lies the energiser unit which transfers torque from the motors to the air via the fan blades. There is a finite rate at which energy can be transferred in this way, as governed by Euler’s Work Equation. The pressure rise across the fan is also important because it determines the achievable efflux velocity, which depends on the amount of energy (torque) that can be transferred per swept volume. The energiser unit is therefore optimised to deliver the required maximum amount of energy to the airflow, and the air is entrained in a duct of gradually decreasing volume to achieve the desired pressure rise over the dual fan stages. The closed fan-tips minimise pressure leakages and contra-rotation of the fans ensures that there is no energy lost in efflux swirl as the air flows through the nozzle to generate high-speed thrust. The relative rotor speeds can be independently modulated to control fan performance and in common with turbo-jet engines the FAST-Fan should benefit from ram-effect, especially whilst operating at high speeds and altitudes. Cooling-air enters from vents on the outer surface of the intake and is drawn over the motor windings by the motive flow of the exiting air.
Compressor blade profiles were considered more suitable for this application and fortunately the profile and performance data was openly available. A standard C-Series blade profile was finally selected and, based on this, a low aspect ratio (<1.5) fan blade was developed to ensure maximum energy transfer to the airflow, whilst maintaining a minimal frontal intake area. Bladed rotor (“Bloter”)
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Rim Driven Fans (RDFs), are a type of ducted fan that have a continuous rotor-rim attached to the tips of the fan blades and are driven by means of electro-magnetic motor circuitry arranged within the duct. (WGU)
So which is better? We fitted Alloygators on the driver’s side of our test car and Rimblades on the passenger side to find out. Wrexham Glyndwr University Dr ROB BOLAM CEng FRAeS and Doctoral Research Assistant JHON PAUL ROQUE provide an insight into the Faculty of Art, Science and Technology’s patented prototype rim-driven ‘FAST-Fan’ electrical jet engine. WGU is keen to participate in this way and has made all of its published research on the FAST-Fan project freely available via the Wrexham Glyndwr University online research repository https://glyndwr.repository.guildhe.ac.uk/. Although the onboard generation and storage of electrical energy is considered the primary obstacle to aircraft electrical propulsion, the distribution of electrical power and its conversion to propulsive thrust still present significant challenges. One of which is how to efficiently achieve propulsion for high-speed flight. In addition to our DIY range we do trade fit versions to be supplied into trade partners for professional fitting. We also can offer a fully fitted service at our Somerset HQ, which is just 1 minute from junction 26 of the M5 motorway.
As part of the Welsh Government’s SMARTExpertise programme, the FAST-Fan is one of the last projects to be funded via the European Regional Development Fund. WGU has collaborated with six UK based SMEs (Ad-Manum UAS Technologies Ltd, Invertek Drives Ltd, Motor Design Ltd., Drone-Flight Ltd, Geola Technologies Ltd and Tirius Ltd) to provide the analyses, design and manufacture of a patented prototype rim-driven, ‘FAST-Fan’ electrical jet aircraft engine. The resulting propulsion unit is capable of delivering more thrust per frontal area and higher efflux velocities than current fan configurations. Project aim One of the earliest recorded accounts of rim driven fan technology for aerospace applications took place in 1961 when the Ryan Aircraft Corporation developed the XV-5A Vertifan aircraft. The XV-5A fans were pneumatically driven by jet engine exhaust gasses acting on turbine blades located around the periphery of the aircraft’s lift producing fans. Although the fan technology was deemed a success the rim drive element was halted, and the fan design went on to be developed for the General Electric CF6 high by-pass engine designs. We only use genuine 3M bonding products in our kits, which are the very best in the world and have been tested in the 3M UK laboratories for performance and longevity. Looking at wider applications, it became evident that there was a compelling case for the adoption of rim-driven technology for larger aircraft. The results of a comparative study between the theoretical dual-stage RDF and an existing modern small fan-jet engine indicated that, as a thruster device, the RDF offers a compact and lightweight alternative to small fan-jet engines. It will operate at much lower core temperatures than a jet engine and is likely to be lighter in weight, more efficient, easier to monitor and control, quieter and offer much greater values of specific thrust. The next steps involve the design and modelling of an efficient high-thrust (≈10kN) high-speed (up to sonic airspeed), zero-emission rim-driven propulsion device for regional passenger, distributed thrust BWB business aircraft and even high-speed hovercraft applications. How to fit the rim protector will depend on the type you have. If they slot between the wheel and the tyre, like Alloygators, they will need professional fitting. This is because it is a complicated process, and the tyre needs deflating for the fitting to take place.
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