I personally think coaxial or intermeshing is the choice most likely to succeed. Coaxial's can autorotate just like conventional's can but you obviously need blade feathering for that.
You will be able to use a single stage gear reduction easily as your rotor will be spinning fast, that will help with weight and friction losses and synchronous belts can be up to 98% efficient. Another option is poly 'v' belts and belt tightening pulleys instead of the heavier centrifugal clutch needed for synchronous belts.
In my opinion what your describe is not autorotation and it my opinion any value of what you describe will be very short lived.Tighten your belts, we are taking off!
Absolutely, I will use belt tightening and not a clutch.
When I say autorotation I refer to the rotors ability to keep turning due too its higher inertia when the engine power is cut off and not the auto rotative maneuver of a classical helicopter that requires feathering of blades and a skilled pilot. This autorotation is a short lived one but it will be enough if it gives like 5 seconds of time for an electric motor to take over the engines load.
Helicopter pilots have around 2 seconds of time to react to an engine out situation. If they react in time to an engine out they can hope to have enough energy left to feather a landing. 5 seconds is very short lived too, I am thinking. However in the case of an 8.5ft rotor the inertia of the blades will be very low unless additional weight is put on the blades which is again out of question in this case. I am not relying on autorotation as a safety measure, I am relying on redundancy of engines. The question is do I run a second engine in parallel the whole time of the flight or do I start that engine when a power failure of the main engine is detected. And if I start the backup engine on failure of the first one how much time do I get to bring that motor to full power. Electric motors can rev up to full power in a few seconds. Maybe I just keep the motor on idle and engage when I detect the outage.In my opinion what your describe is not autorotation and it my opinion any value of what you describe will be very short lived.
Which is simpler and lighter, a separate drive motor, or a rotor pitch change mechanism?Helicopter pilots have around 2 seconds of time to react to an engine out situation. If they react in time to an engine out they can hope to have enough energy left to feather a landing. 5 seconds is very short lived too, I am thinking. However in the case of an 8.5ft rotor the inertia of the blades will be very low unless additional weight is put on the blades which is again out of question in this case. I am not relying on autorotation as a safety measure, I am relying on redundancy of engines. The question is do I run a second engine in parallel the whole time of the flight or do I start that engine when a power failure of the main engine is detected. And if I start the backup engine on failure of the first one how much time do I get to bring that motor to full power. Electric motors can rev up to full power in a few seconds. Maybe I just keep the motor on idle and engage when I detect the outage.
I my case because I am restricted with only 8.5ft of rotor diameter it won't help with autorotation even if I had a pitch change mechanism. When size restrictions do not apply I would still go for an electric motor backup and keep the rotor simple. Whichever is actually simpler to achieve for a given person and conditions. Remember the Gen4 fixed blade coaxial helicopter, it relies on multiple engines too.Which is simpler and lighter, a separate drive motor, or a rotor pitch change mechanism?
It reads to me like you do not understand how an autorotation to the ground is done in a helicopter.Helicopter pilots have around 2 seconds of time to react to an engine out situation. If they react in time to an engine out they can hope to have enough energy left to feather a landing. 5 seconds is very short lived too, I am thinking. However in the case of an 8.5ft rotor the inertia of the blades will be very low unless additional weight is put on the blades which is again out of question in this case. I am not relying on autorotation as a safety measure, I am relying on redundancy of engines. The question is do I run a second engine in parallel the whole time of the flight or do I start that engine when a power failure of the main engine is detected. And if I start the backup engine on failure of the first one how much time do I get to bring that motor to full power. Electric motors can rev up to full power in a few seconds. Maybe I just keep the motor on idle and engage when I detect the outage.
I do know, I have read the pilots training manual and I have seen many videos.It reads to me like you do not understand how an autorotation to the ground is done in a helicopter.
The seconds you mention are to get the collective down after the engine stops making power.
There is no time limit on an autorotation to the ground.
There are many video’s on the internet showing what is involved.
Pulling collective at the end is part of an autorotation to the ground.
I feel a better understanding of how autorotation woks will be helpful in understanding your challenges.
Exactly my thinking.If using a second engine as a fail safe it would have to be running at the same rpm as the primary engine and ready to give full power when it's needed. It's not an option to have the secondary engine switched off or even at idle. Two stroke engines don't like idling and could very well stall when it's needed.
Electric motor is the solution to an engine failure I think and needs to cut in automatically, you just have to incorporate it into the belt drive, driven with a one way bearing, the same as the engine.
With my low inertia blades even weighing 2.6kg each and fixed pitch, there is very little time between shutting off the throttle and decent. Yours could well be worse and a near immediate power replacement would be necessary.