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Russia’s Advanced Research Foundation (FPI) is taking another angle at approaching urban air mobility.

The D-Dalus, a conceptual cyclocopter created by IAT21, an Austrian startup company.

The FPI cyclocopter, a technical design thought up by the FPI, is a hybrid eVTOL vehicle driven by rotating, cylindrical wings, with each individual wing composed of many small paddles, or ‘winglets’. Utilizing this design, the cyclocopter can quickly change its direction of thrust by altering the angle of the paddles. Combining the elements of vertical takeoff and landing with conventional forward flight, the cyclocopter is an impressive design based off of the FPI’s conclusion that the their wing design will exhibit the best aerodynamic performance for an airborne vehicle. With better maneuverability than helicopters, a better ability to handle gusts, and significantly lower noise emissions, theoretically, cyclocopters are superior to rotorcraft.

However, the main issue with ‘cycloidal propulsion’ is the scalability of the design. Larger rotor blades like a conventional helicopter blade generate lift through flow over the airfoil. Smaller rotor blades rely on generating lift through utilizing unsteady aerodynamics and leading-edge vortices, like an insect. The latter method is what cyclocopters use, with teams like Professor Moble Benedict’s at Texas A&M’s Advanced Vertical Flight Laboratory successfully building the smallest cyclocopter ever (29 grams). But trying to go larger in size reduces the efficiency of generating lift.

“There is a large rotating structure which has to be carefully designed to be strong enough to handle the large centrifugal loads, and light enough to be used on a flying vehicle,” says aerospace professor Moble Benedict of Texas A&M.

Still, FPI project manager Jan Chibisov is adamant that the cyclocopter is fundamentally superior to helicopters or multicopters.“…[The] cyclocopter is superior in a number of key parameters to multicopters,” Chibisov says. “In particular, with the same dimensions and take-off mass, the cyclocopter requires a much smaller engine power and almost twice the mass of the payload.”

“I personally have been in three helicopter crashes of varying grades during my military career. The cyclo-gyro aircraft design that we had could glide on engine failure. None of the helicopters I crashed in seemed to want to do that.” says David Willis, former CEO of IAT21, most notable for the cyclocopter D-Dalus

In fact, the FPI reports to have finished separately building and testing the power plant, control system, and other components for their cyclocopter, and are now in the process of finishing their final design. Unmanned flight tests are scheduled for 2020 and manned test flights will follow afterwards.

Why it’s important: If successfully built, a car-sized cyclocopter could be more maneuverable, efficient, stable, and environmentally friendlier than most of the UAM vehicle designs and prototypes today. A small, agile flying machine easily able to maneuver in an urban environment with low emissions and noise levels and lower power requirements has obvious implications for the UAM industry, and urban transportation as a whole.

Sources // Popular Mechanics

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One of the most exciting reveals at the AERO Friedrichshafen 2019 in Friedrichshafen, Germany came from the German startup AutoFlightX, who showed off the V600, an eVTOL prototype designed for cargo and passengers.

The V600, AutoFlightX’s prototype eVTOL

The V600, reminiscent of a futuristic P-38, was announced to be all-electric; a technical prototype two-seater intended to qualify under EASA’s new 600-kg threshold for ultralights, as well as to show off AutoFlightX’s work. It possesses six electric motors powering six propellers for vertical lift, with a seventh push-propeller for forward flight. The V600 has separate hover and wing flight propulsion systems, intended to increase the overall efficiency and reliability of the machine.

The company refers to the V600 as an ideal tool for development and as a demonstrator

The V600 was finished a few weeks ago, and AutoFlightX control systems modeling and simulation specialist Michael Krenmayr said that they will be testing it for conventional flight in the upcoming weeks, followed by testing for vertical lift and hover testing. By working out the conceptual design through these rigorous tests, AutoFlightX plan to take their results and apply any fixes needed towards their final product — not yet revealed — while simultaneously garnering interest and buzz around the public.

The company refers to the V600 as an ideal tool for development and as a demonstrator

While not too many details about the final vehicle have been released, Krenmayr did confirm that it will be capable of carrying three to five passengers, and involve some differences from the V600, like propeller placement, in order to meet EASA certification requirements.

Ultimately, AutoFlightX plans to have their final product finished in time for 2023, where it will be ready for cargo flight. AutoFlightX also plans on releasing a manned air-taxi version of their final vehicle a few years after 2023.

AutoFlightX plans to use the later series product – which should have seats for three to five people – fully automatic autonomous flights

Why it’s important: The AERO Friedrichshafen 2019 provides an exciting opportunity to get a glimpse at the upcoming technological innovations in the UAM and aviation industry. With AutoFlightX’s V600, it shows that more and more companies in the industry are going through with the idea of urban air transportation with alternative energy means. The V600 itself will be an interesting comparison to AutoFlightX’s final product in terms of the design and aesthetic changes it will undergo to meet certification requirements and pre-existing regulations, a valuable benchmark for other companies in the UAM industry to take note of.

Sources // AutoFlightX, AeroBuzz

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Terrafugia, the company that’s been developing the Transition flying car since 2006, has recently hired Chao Jing, a business leader with extensive experience working in international companies in the U.S., China, Philippines, Singapore, Belgium and Japan.

The Terrafugia Transition Experimental Aircraft

Terrafugia was founded by a group of MIT students in 2006, then acquired by Chinese firm Geely Holding Group in 2017. While Terrafugia is still headquartered in the U.S, the company has slowly been moving its resources to China, reducing its U.S staff by about two-thirds. Soon after the 2017 acquisition, Terrafugia released its concept for the TF-2 modular aircraft, which is built for larger capacity and longer distance transportation. Terrafugia still expects a commercial release of the Transition in 2019.

The Terrafugia TF-2 modular concept. Other roadable modular concepts include the Airbus Pop.UP concept and the Samad Aerospace HUMA. 

The hiring of Mr. Jing comes soon after the departure of MIT co-founder Carl Dietrich, who spent 13 years growing Terrafugia. Said Dietrich:

Terrafugia spent most of those 13 years developing and certifying the Transition, which is now FAA certified as a light sport aircraft. An option to reserve the aircraft is still available on the site, and the company has stayed consistent with its planned 2019 production release.

However, sections of the company’s site referring to the Terrafugia TF-X, Terrafugia’s planned eVTOL, have been minimized. The TF-X concept is still included on the site, but housed under the ‘Concept Vehicles’ portion of the site rather than having its own section, possibly alluding to the fact that Terrafugia might be shifting its focus to the larger shared TF-2 Vehicle.

Interestingly, the TF-X was one of the very few concept eVTOL vehicles that had ‘roadability’ as well as vertical take-off and landing and fixed-wing flight:

The Terrafugia TF-X Concept Vehicle, which could drive on the road, take off and land vertically, and fly with a fixed-wing. One other planned vehicle with this design is the Aeromobil 5.0 VTOL. 

Why it’s important: With the departure of co-founder Carl Dietrich, it’s starting to appear that Terrafugia will shift its focus from the recreational Transition aircraft to the larger TF-2 modular aircraft. The TF-2 is designed to be shared as part of a large network of modular vehicles rather than privately owned, possibly showing that Terrafugia is aimed at developing an entire air and ground transportation system.

Sources // Terrafugia, Aopa

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