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This us the Avro-Canada VZ-9 .He focused on the " Coanda " effect capable of flying a possible flying saucer.

A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust. By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude. When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.

Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed. Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.

Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.

Designated the VZ-9AV Avrocar (“VZ” stood for “experimental vertical flight,” “9” for the ninth concept proposal, and “AV” for Avro).

Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground. The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army. The first prototype was sent to NASA. There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.The second Avrocar prototype underwent flight tests that validated the wind tunnel tests. If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping." The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed. The project was cancelled in December 1961.

Source :https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195801/avro-canada-vz-9av-avrocar/

So nothing is impossible but this concept turns out to be complex

This us the Avro-Canada VZ-9 .He focused on the " Coanda " effect capable of flying a possible flying saucer.

A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust. By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude. When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.

Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed. Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.

Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.

Designated the VZ-9AV Avrocar (“VZ” stood for “experimental vertical flight,” “9” for the ninth concept proposal, and “AV” for Avro).

Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground. The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army. The first prototype was sent to NASA. There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.The second Avrocar prototype underwent flight tests that validated the wind tunnel tests. If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping." The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed. The project was cancelled in December 1961.

Edit: The 124-blade "turborotor" was placed in the center with the majority of the thrust flow directed straight down through an opening in the floor. Part of this flow was separated and redirected to operate the control system which ran around the outer periphery of the disc. Power for the rotor was generated by three reactors attached to the main structure. Each engine had its own fuel and oil tanks. The thrust deflection control system consisted of a large ring located around the main disc, with the flat part inside. The pilot's controls moved the ring in relation to the rest of the aircraft, affecting the air flow. The vertical lift could be increased by lowering the ring entirely. Tilting the ring resulted in asymmetric thrust for directional control.

Source :https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195801/avro-canada-vz-9av-avrocar/

So nothing is impossible but this concept turns out to be complex

This us the Avro-Canada VZ-9 .He focused on the " Coanda " effect capable of flying a possible flying saucer.

A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust. By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude. When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.

Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed. Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.

Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.

Designated the VZ-9AV Avrocar (“VZ” stood for “experimental vertical flight,” “9” for the ninth concept proposal, and “AV” for Avro).

Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground. The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army. The first prototype was sent to NASA. There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.The second Avrocar prototype underwent flight tests that validated the wind tunnel tests. If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping." The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed. The project was cancelled in December 1961.

Source :https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195801/avro-canada-vz-9av-avrocar/

This us the Avro-Canada VZ-9 .He focused on the " Coanda " effect capable of flying a possible flying saucer.

A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust. By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude. When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.

Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed. Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.

Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.

Designated the VZ-9AV Avrocar (“VZ” stood for “experimental vertical flight,” “9” for the ninth concept proposal, and “AV” for Avro).

Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground. The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army. The first prototype was sent to NASA. There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.The second Avrocar prototype underwent flight tests that validated the wind tunnel tests. If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping." The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed. The project was cancelled in December 1961.

Source :https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195801/avro-canada-vz-9av-avrocar/

So nothing is impossible but this concept turns out to be complex

During this initial flight, the first prototype made a ten-minute excursion in an arc at an "altitude" of 30 centimeters. The US Army ordered a second prototype to test the aircraft for a new type of mission that had just appeared in the minds of Pentagon theorists, "flying jeeps" halfway between the reconnaissance helicopter and the fire support aircraft. It was even considered to arm these devices with rocket launchers or Gatling machine guns with multiple guns. However, the second prototype, designated VZ-9Adid not exceed an altitude of one meter, thus condemning the program to abandonment. This took place in December 1961 even when the United States and Great Britain had embarked on the programs of vertical takeoff planes, which would lead a few months later to the development of the Harrier .

More seriously, the failure of the VZ-9 program allowed in its time to dismantle most of the theories concerning the risks of invasions of the Earth by hordes of flying saucers from the depths of the galaxy. Be that as it may, the Avrocar represents one of the most fabulous prototypes in history, and proof that sometimes fiction, or in this case science fiction, can influence the military, people who are theoretically very serious.

Source:https://www.avionslegendaires.net/avion-militaire/avro-canada-vz-9-avrocar/

So nothing is impossible but here we are getting closer

Edit:infortunatly result are differents with differents source!

Modifications were made to the model owned by NASA and testing resumed in April 1961. The new design offered much better hover control and much higher lift. The vehicle could now travel at 190 km / h, a nice improvement compared to the 56 km / h previously reached… However, he remained unstable in pitching and had a tendency to raise his nose. NASA engineers tried to modify this by adding a T-tail, but this disrupted the flow of the turbo-rotor and therefore did not help.

Source:https://aviationsmilitaires.net/v3/kb/aircraft/show/1002/avro-canada-vz-9-avrocar

A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust. By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude. When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.

Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed. Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.

Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.

Designated the VZ-9AV Avrocar (“VZ” stood for “experimental vertical flight,” “9” for the ninth concept proposal, and “AV” for Avro).

Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground. The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army. The first prototype was sent to NASA. There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.The second Avrocar prototype underwent flight tests that validated the wind tunnel tests. If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping." The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed. The project was cancelled in December 1961.

Source  :https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195801/avro-canada-vz-9av-avrocar/