Griffon: A fabulous animal, symbolically significant for its domination of both the earth and the sky - because of its lion's body and eagle's head and wings. It has typological antecedents in ancient Asia, especially in the Assyrian k'rub, which is also the source of the Hebrew cherub. The frequent representations of griffin-like creatures in Persian art made them symbolize ancient Persia for the Jews. In Greece the griffin was a symbol of vigilant strength; Apollo rode one, and griffins guarded the gold of the Hyperboreans of the far north. The griffin was also an embodiment of Nemesis, the goddess of retribution, and turned her wheel of fortune. In legend the creature was a symbol of superbia (arrogant pride), because Alexander the Great was said to have tried to fly on the backs of griffins to the edge of the sky. At first also protrayed as a satanic figure entrapping human souls, the creature later became (from Dante onward) a symbol of the dual nature (divine and human) of Jesus Christ, precisely because of its mastery of earth and sky. The solar associations of both the lion and the eagle favored this positive reading. The griffin thus also became the adversary of serpents and basilisks, both of which were seen as embodiments of satanic demons. Even Christ's Ascension came to be associated with the griffin. The creature appeared as frequently in the applied arts (tapestries, the work of goldsmiths) as in heraldry. In the latter domain, Boeckler (1688) offered the following interpretation: "Griffins are protrayed with a lion's body, an eagle's head, long ears, and an eagle's claws, to indicate that one must combine intelligence and strength."

Several U.S. Army units like the 12th Aviation Brigade already use the Griffon as their mascot.

http://ourworld.compuserve.com/homepages/RAllport/firefor1.htm

4-man fire teams were transported in small Alouette III turbine helicopters backed by another Alouette III with a 20mm cannon or quad 7.62mm MMGs. As they set-up into blocking positions, C-47 Paradaks would drop a stick of 16 Paratroopers to flush the enemy into the stop group's ambush positions. The light helos would fly overhead looking for any sign of the nemy to include tracks around trees where they relieved themselves---once spotted, the enemy was hit with fires and either killed there or flushed out into the open and killed by air or ground fires---a superb SENSOR/SHOOTER interface. What struck me about it all was how the tiny helicopters were working in close coordination with the fire teams and how they were burning up fuel at an incredible rate. They had to push forward caches of fuel in advance of operations just to keep their "G" and "K" cars flying.

Thinking of this, it seems the fuel cost was for keeping the Alouette IIIs nearby---if they landed they became vulnerable and unable to contribute to the fight, so the engines had to stay on at all times. If you go to Ft.Bragg, NC today you will hear the engines of OH-58D Kiowa Warrior scout helicopters running all the time, even if they are on the ground hiding behind the trees for a target to appear for them to pop up and see with their mast mounted sight (MMS). A smart enemy will not allow you to stage (Forward Arming And Refuelling Points) FAARPs in their own territory to enable continuous/long-range helicopter operations.

If these operations were being done by today's German Paratroops, they'd CH-53G helicopter-in their specially-made-to-fit-INSIDE-helicopters-Wiesel ultra-light Armored Fighting Vehicles to act as on-the-ground fire support and in the future troop transports that can stay there for extended periods of time. A ground vehicle can even turn its engines off and still contribute to the fight. Its costly to buy/maintain both ground/air vehicles and even the Germans have yet to obtain Wiesel 2 troop carrying AFVs due to money shortages.

In WWII, the unpowered "flying jeep" or "fleep" was created to be towed behind another aircraft and air-inserted. The "Autobuggy" could only reach 72 mph with its rotors, too slow for the tow aircraft so it was dropped.(See details on bottom of this page). But had the inventors been a little more daring, they could have driven a rear proppellor from the jeep's engines---not unlike how the DD swimming Sherman tanks were able to have a rear proppelor added. Then the "flying jeep" could have been the first Air/Land combat vehicle. If you see the latest James Bond, 007 film, "The world is not enough", you will see an Air/Land vehicle, the Parahawk which is a rear fan snow mobile that flies by a large Ram-Air Parachute (RAP).

http://www.ultraflight.com/issues/nov99/nov99page27.htm

Step one in creating a "flying jeep" would be to take a 4-wheeled ATV and combining it with a rear fan and a ram-air parachute or an autogyro set of rotor blades. In fact, Ted Strong of Strong's Parachutes recently combined a RAP with the ATV and made test parachute insertions:

http://www.strongparachutes.com/atv.htm

Step 2 would be a flying Armored Personnel Carrier (APC) using today's hybrid vehicle technology which could be by lightweight electric drive from batteries charged when the vehicle is flying using its turbine engines. This eliminates having to burn up precious fossil fuel, so the "Flying APC" can stay on-station supporting its infantry fireteam. Its efficient because it doesn't require heavy transmissions connected to the fossil fuel engines and its quiet--so the enemy can't hear the vehicle. We still need fossil fuels to fly, but on the ground, electric power can get us from point A to B.

The hybrid technology IS ready for this..3-ton HMMWVs, 11-ton M113 APCs and 33-ton BFVs have been successfully proppelled by electric drives. Certainly a lighter ground vehicle could be so proppelled...

U.S. Army TACOM Electric drive Technology Team

FLYING APC ON THE GROUND
The flying APC would be 6-wheeled like the British SupaCat, the wheels in aerodynamic sponsons blending into a composite armored body (proof against small arms fire and able to accept applique' panels) with rear ramp, be able to swim without preparation across inland waters and travel x-country. It would be shaped like the RAH-66 Comanche to be radar-invisible and low-signature. The leftseat crewman "drives" the vehicle and the right crewman stands on his seat and "Vehicle commands" with his head out his top hatch and mans his Heavy or Medium Machine Gun. 2 of the dismount infantry in the back can stand on the left/right bench seats up through their left/right top hatches and face outboard with 5.56mm weapons. In addition to the roof-mounted M/HMGs, on the ground the Flying APC would be able to employ its winglet mounted weapons (EFOGM, 2.75" Hydra-70, HELLFIRE ATGMs, 30mm ASP cannon pods) using the MMS from a hull down position. The winglets can raise/lower for elevation/depression and the stores stations can deflect left/right. While not as responsive as a 360 rotating turret, its good enough. If a turret is a must, it could be built AROUND the engine hump on the roof to contain a small 30mm ASP cannon with careful gas venting to not interfere with air flow into the engine(s).

HOW THE Luftpanzerjaeger "FLYING APC" FLIES
I know that the reader is already wondering how this machine will fly and perhaps is in serious doubts as to its feasibility. But I wanted to work from the ground up--from its application first and then to the air details.

The Flying APC would NOT be a helicopter, it would be an AUTOGYRO.

http://www.engr.umd.edu/~jeffl/autogyros.html

Carter Copter's 400mph autogyro

Col Franz's mistake is he wants a helicopter to be the means for his AirLand Vehicle to fly. Helicopters are heavy and complicated in themselves, leaving little payload left that can be used to be a ground vehicle. What we need is the bare minimum means to fly--rotors and jet thrust. This means a set of free spinning rotors, not a complicated power driven helicopter rotor and transmission. It would be proppelled forward by its turbine engine exhaust in the tail. That's it. No anti-torque rotors. No transmissions. No complicated gearboxes. The Autogyro is the safest flying machine ever made because it cannot stall---fixed wing planes must keep going forward to fly, without it they start going down, if they are too low they crash. If they pull up and stall they fall to the ground like a rock and crash/burn. Helicopters only stay flying as long as power turns their rotors. The minute power is lost to the helicopter's rotors, it can AUTOrotate like an AUTOgyro if it can be declutched from the engine transmission. The only thing an Autogyro can't do is hover in the air at 0 mph--it must keep moving at 15 mph to keep spinning its rotors, the minute it slows less than 15 mph it begins to settle down gently to the ground in AUTOROTATION. We do not need to hover for the Flying APC. With an Autogyro flight system, the flying APC can take off vertically by clutching the engine to the rotors for initial take-off, and then declutching for forward flight. The pitch on the rotors can be flattened so there is less drag, making it possible for it to be a "Gyrocopter" to fly at speeds 250-500 mph using bolt-on wings; allowing it to fly long distances across the ocean for strategic/operational mobility. Unlike the V-22 which has to tilt its rotors for slow-speed flight, the Autogyro can fly terrain contour/Nap Of the Earth (NOE) flight at 15-50 mph to avoid enemy detection. The Autogyro can land vertically.

The return of the COUP DE MAIN: the rotary wing glider----

The Autogyro can turn its engine off sort of the target and SILENTLY approach its target--just like WWII gliders did, with tremendous success at Eban Emael, Normandy, Pegasus bridge, and Operation Varsity. The beuaty of the Autogyro flying APC is it doesn't have the drawbacks gliders have. It can fly it and its men OUT once the mission is done. If things don't look good to land, it can turn its engines back on and fly away, whereas with a glider once you are going down, there is no turning back.

On the ground, the Flying APC, stops its rotors with a brake. The two dismount Soldiers pop open the top roof hatches and disconnect the rotors and stow them along the top roof, adding a measure of roof armor protection as an added benefit. The tail boom with the exhaust of the turbofan telescopes back into the vehicle body by the flick of a switch. The VC opens his top hatch and places his H/MG on its ring mount. The left crewman turns a switch to change the vehicle's computer to ground vehicle mode, making his wheel turn the front and rear set of wheels and not the winglet aeilerons. In/out on the wheel still raises or lowers the angle of attack of the winglets for elevation. Deflection is controlled by the orientation of his helmet AH-64 Apache style. The VC can also control weapons through his helmet sight on over-ride. He would have a flip down TV screen to control by joystick the Enhanced Fiber Optic Guided Missiles (EFOGMs) when they are launched. Other armament would be laser-guided HELLFIRE ATGMs, 2.75" Hydra-70 rockets, 30mm ASP cannon pods, and Stinger Anti-aircraft missiles depending on the mission requirements.

WHAT THIS ALL MEANS?
You are probably in a state of shock because what has been described is not only feasible, its going to happen, either by us or someone with more gumption.

The dreams of the AIRmechstrike visionaries are now possible thanks to hybrid fossil fuel/electric drive being made practical. Autogyro flight systems have been with us longer than there has been helicopters but were neglected because of the sex appeal of hovering flight. If we are trying to rescue someone we will LAND with the Autogyro and then take off again. If this is not possible, a slow circle overhead might allow a team to hook up to the Autogyro's Fast Rope Insertion/Extraction System (FRIES) rope dangling below if they are wearing a Tactical load Bearing Vests with a "donkey tail" and locking-d ring carabiners to connect to the rope's loops for this purpose. Light plane pilots in WWII used to fly in circles overhead jungle clearings to pick-up messages with a line and hook which would stay more or less stationary the closer it got to the ground.

What this means is nothing short of revolutionary.

Its own Strategic Transport
The Flying APC Airmechstrike force can self-deploy from CONUS to any place on earth at speeds up to 500 mph. This means no dependance on the USAF for transport aircraft. Sorry. They can be used to move the other parts of the Army's combined arms team.

Like the Rhodesian FIRE FORCEs mentioned in the beginning, there will be still a need for lots of Paratroops to be airdropped to work in conjunction with the infantry organic to the flying APCs, since at 4 men at a time, it would be cost prohibitive to move large numbers of men this way, the point is that the synergy of the man to this combination ground/air machine enables a superior SENSOR/SHOOTER capability to get the initial "drop" on the enemy.

AIR and GROUND Operational/tactical
Once in the area to conduct combat operations, the Flying APC can drop off its 4 man fireteam to operate seperately and stay in flying condition, using its weaponry as a helicopter gunship. In this mode, its like a Hind or armed Blackhawk helicopter except stealthy and faster. It can also scout for the men on the ground or other attack helicopters like an OH-58D or RAH-66 scout helicopter. The beauty here is that there is no separate Aviation unit to coordinate and beg/threaten/coerce to get lift assets to enable AIRmechanized maneuver, this capability is organic to the infantry or "Flying Dragoons".

Ground-Ground Operational/tactical
Or as in the Rhodesian long-range, deep in enemy lines scenarios, the Flying APC lands and acts as a light wheeled armored vehicle.

The men can stay mounted, standing upright through top hatches, weapons at the ready, with extremely heavy firepower available to destroy the enemy on contact. The MMS allows the vehicle to see above the trees from a safe hull-down position. This includes long-range attacks from 1-10 kms using EFOGMs fired from the elevated winglets.

The infantry can dismount, and then move forward on folding bikes/carts or on foot to scout or assume ambush positions employing automatic weapons, rifle/hand grenades, rockets and Javelin fire/forget ATGMs.

If the Flying APC Fire Force wants to break contact to continue the mission from a different location, they can remount the vehicle and drive overland using electric drive or re-attach the rotor blades and FLY to a new location or back to base, mission complete. By being able to fly, the Fire Force can penetrate deep into the enemy's rear areas and bypass his defenses, mines, obstacles and/or natural obstacles like rivers, cliffs, thick vegetated areas, cities etc etc. But once the man/machine is where it wants to be, the machine doesn't have to go away and fly back to base, stranding the men, or run out of gas trying to loiter in the area..it can transition itself into a ground vehicle---get back on the ground and save its fuel--and most importantly function on the ground and contribute to the fight as a wheeled APC.

ENTER THE BEAN COUNTERS...
Now the opposition to the flying APC will be from the people who's "turf" they feel will be infringed upon. The USAF airlift community because we wouldn't need them to fly Army helicopters to OCONUS areas. The USAF fighter jocks because the Army could do its own CAS at high-propellor aircraft speeds. UAVs are going to take manned CAS over in the USAF's warped minds, anyway. The Army's transport and attack helicopter folks by a diminished need to have to beg them to come and participate in combined arms AIR-MECH-STRIKE 3D warfare. The marines because it will prove to the world that their V-22 which can't even carry a HMMWV much less an armored vehicle is a multi-BILLION dollar flop and that they are hardly an elite force at 172,000 and only able to field 3 battalions afloat at any time in a world that needs answers in HOURS not days, weeks, months via a "slow boat to China". Instead we BUILD THE APC INTO THE FLYING MACHINE ITSELF, that way we can't conveniently block our light forces from getting armored vehicles like the Mc CENTCOM Commander did to TF Ranger in Somalia in 1993. And then of course, the target audience, the beneficiary of the Flying APC, the Army's infantry will not likely want it, because they are stupid stick-in-the-mud types bent on demonstrating their penis size proportional to the rucksack they are carrying on foot at less than 1-4 mph.

But here the "bean counters" can come to our aid, because simple math shows an aircraft that does 2 things is cheaper than a ground vehicle AND an aircraft to move the ground vehicle. Efficiency in physics translates into greater mechanical advantage and battle-winning force on the battlefield--IF--we can overcome the stupidity of the institutional egos involved. By starting SMALL---we are only asking for a light strike helicopter that is an electric 6x6 ATV carrying 4 dismounts, we have the laws of physics on our side. At this weight/size range, we can make ANY object shape fly. Why not make that object an AT ground vehicle? Why have it a fragile, hanger baby on skids or itty-bitty bogie wheels? Within this weight/size constraints, we can truly build a light AFV to be the body/shape of the flying machine.

HOW DO WE START?
We could start with a UH-60 Blackhawk helicopter and making it an Autogyro and a ground vehicle.

Remove the entire tail and transmission. Replace the landing gear with two sponsons with 3 all-terrain tires, the front/rear axles pivot for steering, connected to an electric drive motor. Have the electrical batteries recharge by the spinning of the rotors. Change the rotors to lighter types that can be easily removed and stored along the top roof during ground vehicle operations. Remove all the helicopter plumbing and replace with a simpler Autogyro flight system. Put a MMS system on top the rotor head from an OH-58D Kiowa Warrior.

The Blackhawk already has ESSS winglets for ordnance to be fired from it, and side mounts for machine guns. Troops leave out side sliding doors.

Design and fit a retractible tail for flight control and the jet exhaust.

HOW ABOUT a MD520 NOTAR "Little Bird" Air/Land/Sea scout vehicle?

OK, imagine you are in a Little Bird helicopter. I prefer NOTAR. You can use a tail rotor type if you like.

You have entered the battlefield from the air.

You haven't spotted the enemy but you know he's around but if you keep flying you have to return to base.

So you pick out a hide site and land.

You fold your rotor blades.

On your left and right skids are rubber tracks powered by electric hubs via a battery pack charged by your turbine engines. The roadwheels float if you land in water.

With your turbine engine in idle you engage the tracks and drive across country like a tracked ground vehicle into your hide site.

There you shut down your engine and throw a camo net over your Little Bird but have battery power run your mast head Image Intensifier and FLIR sensors all night looking for the enemy.

At 0300 hours, the enemy is detected: a 6-man sabotage roadside bomb team. Your scouts engage with assault rifles and rifle grenades and kill 2 but the other 2 flee.

You uncover the camo net, throw it in the back. Unfold the rotors and crank up the turbine engine.

The Little Bird takes off and you pursue the 2 bad guys running for the border. You see them on the FLIR ball and engage with 2.75" Hydra 70mm rockets. They are blasted to bits.

Mission accomplished.

You fly back to base as your relief Little Bird appears on the dawn horizon.

STILL TOO BIG A PROJECT TO START ON?

Small Griffon Illustration

How about this? A SMALL GRIFFON vehicle, take a 4x4 All-Terrain Vehicle (ATV) and merge Autogyro or RAP flight capability to it. Put a heavily armed mounted Soldier on it, a "Dragoon". Since he can now fly, he's a "Flying Dragoon". You silence muffler the engine. His dismounted Night Vision, GPS capabilities double, or triple as mounted Air/Ground sensors. Maximum efficiency, no wasted weight. The Flying Dragoon is a very low-cost Scout vehicle that can set down on the ground and conserve fuel providing long-range staying power. Its about time that the U.S. Army take advantage of ultra-light aircraft technology and create its own unique Air/Ground platform" the Griffon.

---

UPDATE 2004: New Zealanders building a civilian air/ground vehicle!

PALV: The flying (and driving!) Dutchman

www.sparkdesign.nl/actueel/20041013palv/20041013press.html

The PALV - a new vehicle to lead a revolution in personal transportation

What happens if you cross a gyrocopter with a car and a motorbike?

The PALV. A personal air and land vehicle. A solution to increasing congestion in our cities, highways and skyways.

On the ground, the slim line, aerodynamic 3-wheel vehicle is as comfortable as a luxury car. But has the agility of a motorbike, thanks to its patented cutting-edge ‘tilting’ system. The single rotor and propeller are folded away until the PALV is ready to fly.

Airborne, the PALV flies under the 4,000 feet (1,500 m) floor of commercial air space. With land and air space reaching capacity, this is some of the last free space.

The PALV is highly fuel-efficient and powered by an environmentally certified car engine. It runs on petrol like a conventional car and can reach speeds of up to 200 km/h both on land and in the air.

Its straightforward autogyro flying technology means that the PALV is economically and technically feasible in comparison to other forms of air travel. Like a helicopter, it has a Very Short Take Off and Vertical Landing (VSTOVL) capability making it possible to land practically anywhere. It can be driven to the nearest airfield or helipad and, because it flies below 4,000 feet, can take off without filing a flight plan. The autogyro technology means that it can be steered and landed safely even if the engine fails as it descends vertically rather than nose-diving. Lift is generated by the forward speed produced by the foldable push propeller on the back.

At less than 70 decibels it is much quieter than helicopters due to the slower rotating of the main rotor. A licence to fly the PALV is more accessible than one for a helicopter or plane because of the regulations controlling autogyro craft. In the United States and soon in Europe the infrastructure is in place for ‘digital freeways’ that provide a safe corridor using GPS technology to aid regulation and avoid collisions for low flying vehicles.

What makes the PALV attractive is the convenience of fully integrated door to door transportation. Providing smooth transition from road to air without having to change vehicle. The versatility to allow the driver to change their mind.

Such flexibility and independence would appeal to business and recreational users alike. Its capacity to reach destinations inaccessible by road combined with ability to fly low means that the PALV has potential applications from first aid/search & rescue to surveying and observation. Or simply offers a new personal experience.

John Bakker, a Dutch entrepreneur working closely with Spark design engineering and other partners, is developing the PALV. The concept was inspired by living in one of the most world’s most densely populated countries, with a can-do approach to space issues.

Private jet ownership is becoming more popular in affluent society. With further investment this hybrid prototype can pave the way for an affordable and feasible alternative. Soon private flying will no longer be the exclusive domain of executives and celebrities. If congestion or obstacles block the destination – fly. If the weather is too bad to fly – drive. Driving and flying combined in one vehicle that could cost little more than an executive saloon car.

For additional information contact Spark design engineering at: palv@sparkdesign.nl
www.sparkdesign.nl
or John Bakker (00316 - 53 46 80 89)

Technical data

Performance on land, Air performance, Dimensions

Top speed: >200 km/h
Max airspeed: 195 km/h
Rotary engine
Power output: 213 hp

0 - 100 km/h: < 5 sec
Min airspeed: 30 km/h
Length: 4 m

Max tilting angle: 30°
Take off distance: 50 m
Width: 1.2 m

Estimated fuel economy: (100 km/h) 30km/litre
Min landing distance: 5 m
Height: 1.6 m

Range: 600 km
Range: 550 km
Weight: 550 kg

Fuel: 95/98 unleaded

Technical data

Performance on land, Air performance, Dimensions

Top speed: >125 mph
Max airspeed: 120 mph
Rotary engine
Power output: 213 hp

0 – 60 mph: < 5 sec
Min airspeed: 18 mph
Length: 13.12 ft

Max tilting angle: 30°
Take off distance: 165 ft
Width: 3.94 ft

Estimated fuel economy:

(60 mph) 70 mpg
Min landing distance: 16 ft
Height: 5.25 ft

Range: 375 miles
Range: 340 miles
Weight: 1200 LBS

Fuel: 95/98 unleaded

© 2004 Spark design engineering

Picture by John Bakker

FEEDBACK!

E-mail 1st TSG (A) itsg@hotmail.com

An Army Aviation expert writes:

"Now you're talking. it might be a little too 'challenging' for the pilot/trooper to land on two wheels, which is why I'm thinking more along the lines of a 4-wheel ATV configuration. but give the guy good binocs, NVG, and a radio, and let the FA take care of business. maybe a laser designator too.

I've heard lots of good things about MLRS, and from what I understand the U.S. has always had a really good artillery system. sounds like we lack an artillery-launched anti-tank missile, though. that would be just the thing in this situation, where a deep-penetration scout could call 1-800-ARTY4ME and really put the hurt on enemy armor and transport columns.

This may be a bit too ambitious, but I see a need for a next-gen shoulder-fired missile that serves as anti-aircraft and general anti-vehicle. should be about the size of a Stinger, but with a multi-purpose warhead. fire-and-forget design. Could be used by leg infantry, light wheeled scouts, and rotorcraft from your gyro Dragoon up thru Apaches."

Flying jeeps

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Two completely separate projects to build self-supporting flying jeeps were undertaken, namely the "Rotabuggy" conceived by George "Mickie" Walker at Sherburn-in-Elmett in England, and the other known as the "Fleep" designed and built by the Directorate of Inventions for the Australian Army. Both were remarkably similar in having a tubular framework supporting an autogyro rotor assembly, the Rotabuggy having a twin-blade configuration and the Fleep a three-blade rotor. Aerial stability when towing was provided by an H-shaped tail on both jeeps. The Fleep had an additional aerodynamic fairing added to the front of the jeep. The Rotabuggy's windscreen was removed and replaced with a streamlined 5-panel facet of presumably glass or perspex. Although the Australian Fleep was cancelled before it had a chance to fly, the Rotabuggy's first flight occurred on 27th November 1943 when it was towed behind a Bentley. Using a driver to control steering on the ground and a pilot sitting in the jeep's passenger seat to handle airborne tasks, it was soon discovered that the most difficult aspect of flying was coordinating the landing. A maximum speed of 115 km/h (72 mph) was successfully achieved after towing behind a Whitley bomber, but the low flight speed almost led to the the tow aircraft stalling.

In both cases, territorial advances by the Allies in New Guinea and the success of D-Day, as well as the use of glider landings with fully equipped normal jeeps and crews removed the need for Airborne jeeps and both developments were cancelled.

A plan and profile line drawing of the Rotabuggy, suitable for modelling, appeared in "FlyPast" magazine, January 1993. Another article, 2 1/2 pages with scale 3-views appeared in AIRFIX Magazine, November 1970 by Geoffrey W. Futter on how to convert the Airfix 1/76 jeep into a Rotabuggy.