Category: Vehicles/Manufactures

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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MMCUAV recently released the Griflion M8, a multi-rotor, fixed-wing, VTOL UAV.

The Griflion M8

Designed for high precision surveying, mapping or patrol missions, the Griflion is outfitted with a versatile interface that can connect with multiple types of cameras, depending on the user’s needs, such as the orthographic camera, the oblique camera, and electro-optical pod. The Griflion’s main feature is an autopilot function that allows it to perform all of its tasks, from takeoff to landing, without any need for a pilot, which means it is able to autonomously switch from VTOL mode to fixed-wing mode.

The Griflion M8 (side view)

For this purpose, the Griflion is also equipped with two different sets of batteries for the different flight modes, and supports RTK precision takeoff and landing and PPK mode as well. With this method, the drone’s flight time and efficiency are both drastically increased, which may be cause for translation of the drone’s design over to the UAM industry, which could be helped by the efficiency and flight time improvements that the Griflion offers.

The Griflion M8 (aerial view)

The Griflion weighs in at a little over 10 lb., and the UAV body is composed of carbon fiber and composite materials to ensure structural stability throughout the flight. Capable of flying for a max flight time of just over two hours, the Griflion can fly at speeds up to 80 mph, with an effective cruising speed of 55 mph, and can fly up to 16,400 ft. in altitude.

The Griflion M8 (front view)

Why it’s important: The Griflion’s hybrid-like ability to switch from VTOL to fixed-wing is an interesting aspect of the drone that may translate into the UAM industry. The autopilot feature, specifically the option to automate takeoff and landing while additionally switching flight modes, may have implications for battery life, sound levels, and overall efficiency in UAM drones. While MMCUAV is firmly within the UAV industry for the foreseeable future, their technological developments in drone software and flight hardware may have strong implications for the UAM industry.

Sources // MMCUAV, sUAS News

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Samad Aerospace, having already announced its partnership with Strand Aerospace, has also recently announced its concept for the Samad HUMA-a smaller modular transportation method that utilizes the same technology Samad is developing for its larger eVTOL.

Samad Aerospace is a startup in the UK focusing on developing a business-class style eVTOL called the Starling Jet. More than just developing a jet, Samad considers itself a pioneer in aerodynamics, aircraft design, and propulsion systems, with the goal of changing how both goods and people move around the world. Samad envisions a seven-year development plan in which it begins commercialization of its UAV aircraft in 2019, and moves on to launch the e-Starling passenger eVTOL in 2022.

The Samad Starling Jet, the electric version of which will be commercialized in 2022.

Samad’s latest advent, the Home and Urban Mobility Aircraft (HUMA) system, shows the Samad is not just thinking about the Starling Jet, but about Urban Air Mobility as a whole. The HUMA system, according to Samad CEO Seyed Mohseni, is a two-seater 2-in-1 combo of all-electric VTOL aircraft and car. Said Mohseni: “Samad Aerospace has been watching the development of urban air mobility closely. We believe that the technology we’re developing will be applicable in many ways to the market as it evolves from today’s best practices.” With HUMA, Samad intends to design an aircraft that “addresses all of the key criteria tailored to the urban mobility market: minimum acquisition and operating costs, as well as improved efficiency and ease in air travel.” Notably, the HUMA system resembles the design of the Airbus Pop.UP modular transport system:

Airbus’s Pop.UP modular transport system, the design of which is similar to the Samad HUMA system.

Samad’s announcement of HUMA came at the Langkawi International Maritime and Aerospace Exhibition (LIMA19′) late this March in Malaysia.

Why it’s important: While not much is yet known about the HUMA system, Samad’s release of the concept shows the breadth to which Samad Aerospace aspires. While it’s going full throttle on the Starling Jet, the company also seems to be focusing on urban air mobility as a whole, considering how it’s technology can best be used within the UAM space.

Opener, backed by Alphabet founder Larry Page, is the creator of the Opener BlackFly, a single-seater eVTOL Aircraft, and has recently hired Ben Diachun, formerly of Scaled Composites as its new president.

New Opener president Ben Diachun, formerly president of Scaled Composites, and named in Aviation Week’s 2014 “40 Under 40”.

At Scaled Composites (founded by legendary aircraft designer Burt Rutan) Diachun was also president. The company, acquired by Northgruman in 2007, most famously won the $10-million Ansari X-Prize in 2004 for designing the SpaceShipOne private spaceplane, the basic design of which is still in use by Virgin Galactic. “As an engineer, Ben played a key role in the creation of 14 revolutionary experimental aircraft, and as the President of Scaled Composites, he developed a talented team, explored new innovations and ensured our growth.” –Burt Rutan, World famous aviation designer. 

The SpaceShipOne private spaceplane built by Scaled Composites

Although the level of investment to which Larry Page is involved in Opener is unclear, the company has hit major milestones in the past few years by fully developing prototypes, which have now flown over 22,000 miles in 1,200 flights. The BlackFly is classified as an ultralight recreational aircraft, meaning the vehicle can be flown without the need for a pilot’s license. Opener has not made any statements about its position on use for urban air mobility but plans on beginning sales to the public for recreational use sometime in 2019.

The Opener BlackFly recreational eVTOL

Said Diachun: “My goal is to take what has been accomplished by this amazing team to the next level, and successfully bring a safe and affordable flying vehicle to market.” Founder of Opener Marcus Leng commented: “Ben Diachun knows what it takes to introduce innovative and transformative technology in a controlled and responsible manner…(he) has the kind of entrepreneurial mindset that creates sustainable, high-growth aeronautics companies, and we are proud to have him on the OPENER team.”

Diachun holds a Master of Science Degree in Aeronautics and Astronautics from Stanford University and a Bachelor of Science Degree in Mechanical Engineering from Purdue University. He currently serves on the School of Aeronautics and Astronautics Industrial Advisory Council at Purdue University and the Experimental Aircraft Association (EAA) Board of Directors.

Why it’s Important: As the UAM industry begins to involve, companies are quickly identifying the top people they desire on their teams. It’s important to note that these people often have depth of experience in complex experimental aircraft design, as well as experience in leadership roles within aerospace companies such as Ben Diachun. With demand for these new kinds of vehicles growing more and more quickly, those who are interested in joining the industry can begin their careers now by getting involved with experimental aircraft.

Sources //  GlobeNewswire, Inc, Silicon Valley Business Journal, Opener

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Jetpack Aviation has opened pre-order offers on the Speeder, a self-stabilizing, jet turbine-powered flying motorcycle capable of 15,000 ft in altitude and a max speed of 150 mph. From the same company that designed and released the JB series jetpacks, the Speeder utilizes similar technologies and is fully VTOL capable, capable of effectively taking off from anywhere the size of a small car space.

A conceptual image of the Speeder, both pilot and autonomous versions.

Weighing in at 231 lbs., the Speeder utilizes four turbojet engines that produce a combined maximum thrust of 705 pound-force and can be fueled by kerosene, Jet A, or diesel. It can carry a load of up to 250 lbs. and fly for up to 22 minutes, depending on the altitude and the weight of the pilot. The Military Version of the Speeder will also feature an additional turbojet engine that boosts the Speeder’s thrust up to 1200 pound-force, autonomous control systems, and a longer flight time.

Two Speeders, pilot and cargo versions

The Recreational Speeder will have two versions for the consumer based on their personal needs, the Ultralight Version (UVS) and the Experimental Version (EVS). The differences between the two mainly lie in restrictions and requirements. The UVS will be limited to a 5 gallon fuel capacity and 60 mph max speed, but does not require a full pilot’s license like the EVS. Both versions will still require training to fly the motorcycle, and the EVS will also require the purchaser to be part of the manufacturing process in order to comply with FAA regulations on experimental aircraft production.

The Speeder rendered in an urban context

The piloting itself is intended to be as simple as possible. Fully stabilized, the Speeder uses a tilt-to-accelerate flight system with hand controls, a two-way radio, and 12-inch touchscreen for navigation. An integrated fly-by-wire control system self-stabilizes the vehicle in the air similarly to a drone. If the pilot plans to fly at the maximium altitude of 15,000 ft, they will need to provide their own supplemental oxygen source. 

The Speeder, coming with its own flight suit and helmet, will be limited to 20 units listed at $380,000 USD. By pre-ordering with a down payment of $10,000 USD, the purchaser will be eligible for additional customizable options as well.

An overhead view of the Speeder

Why it’s important: Jetpack Aviation has quickly made a name for themselves in the area of recreational transport and the UAM industry. With their eye catching and simple to use machines, UAM is continuously growing into a topic on everyone’s minds, and is garnering more and more support from the public audience, as well as being a contribution to the growth of the UAM industry.

Sources // Jetpack Aviation, StartEngine