WHY IS OUR PROJECT THE BEST?
There is nothing new or original in the idea of “making drones bigger” for using them as an aircraft for a person!
On the Internet there are a lot of pieces of information about such projects, creators of which are trying to implement this idea.
Unfortunately, most of such projects currently underway are stillborn!
Tons of real problems of these projects makes them just a waste of money for investors, even when investors are well-known and respected companies like Boeing, Mercedes, Airbus, etc. And even if people who implement these projects sincerely believe in them!
Almost all these projects appeared from the idea of “scaling” some usual small ELECTRONIC drones, quadro-, hex-, octo- and other copters.
All of them are joined with a big problem at the moment – they have decided to solve the wrong problem!!!
In fact, all of these projects have one problem – there aren’t any suitable BATTERIES, at least somehow comparable in their specific energy reserves with gasoline. Therefore, all these searches for the “optimal” design – four, ten electric motors, or twenty – are nonsense!
It’s simple – when a suitable battery appears – all the numerous company will rise into the air and fly (one aircraft designer once said – if there is a powerful engine even the fence will fly!).
If there is no battery – everyone is lying on the ground.
We can’t consider 5-10 minute jumps in the air as a regular flight. And even if a little longer – many hours of battery charging kills all practical value! Moreover, is it always possible to expect that there is electricity in the place where you are going to fly? And if you are going fishing, to the lake or to the mountains?
Well and besides – all these disadvantages (lack of a battery) are aggravated also by attempts to solve other problems not fully understood by designers.
Why do the emerging projects have a bunch of engines?
Because of the model of well-flying small drones.
But starting to increase the scale of the drone, the designers face a problem – the drones are NOT SCALED!
Rather, the ways to solve the problems of small drones are not applicable to large ones.
Because for controlling a small drone it is enough to simply change the speed of the corresponding engines.
But it does not work on a large drone, even with electric engines!
Because there is a great difference between changing the speed (and accordingly traction) of a small engine with a screw weight of 5-10 grams, and quickly trying to change the speed of a screw weighing several kilograms rotating by 3000 turns!
Inertia of the screws!
When trying to replace the electric engines with ICE other problems appear- an attempt to change the ICE’s thrust with “gas” is also not a good way out. Again – the inertia of the engine!
Therefore, they start solving the problem at ones – to set a bunch of small electric engines with small screws.
The problem of inertia (and accordingly – control) can be partially solved this way, BUT there are a lot of other problems occurring. They are not so obvious? at least – while these are prototypes only? which aren’t designed for practical use.
One of the problems is efficiency.
The efficiency of one engine per 100 kW is much higher than 10 engines of 10 kW.
The efficiency and thrust of a single screw of 10 square meters is much higher than 10 screws per 1 sq. m.
So when trying to simply enlarge a small drone using a large number of small engines with small screws, the little amount of energy in the accumulator is wasted on heating the ambient air, and not on useful work!
In other projects for carrying one passenger they use 8(!!!) engines.
What if you need a device to transport a ton of cargo? How many engines will you set? 20? 30?
Besides, these designs have a HUGE disadvantage, which will rise in full growth when trying to use it in practice (even if the necessary batteries of the right capacity will appear)!
That’s too many engines!
After all, a great amount of engines is really a big ADVANTAGE when you are already IN THE AIR!
In case of failure of one – you can safely fly and land.
But it’s a great disadvantage on the land before you take off.
Since the probability of failure of at least one engine out of 10 is several times higher than one engine of 2!
And if there is a failure of at least one engine – no one will rise into the air until the breakdown is eliminated!
That is – the ability of the multi-engine copter to take off will always be much lower than the twin-engine one!
Therefore, in our project we create a two-engine vehicle – this is a reasonable and optimal amount when using ICE.
This number also ensures flight safety (because heavy-loaded Copter screws are not auto rotated), and acceptable readiness for taking off.
And the control of the thrust of the twin-engine copter is possible with the use of screws with a detachable step!
– in the current state with the capacity of the batteries, the most optimal variant of the copter is a twin-engine four-screw copter, with an internal combustion engine and a variable – pitch propeller!
With this, a universal scheme with a reasonable compromise in terms of the efficiency of the screws is obtained. In addition, it is suitable for a simple replacement of ICE for electric engines, in case of the appearance of suitable batteries.
Well, in addition, our project provides for the rescue of the pilot, even in case of the failure of TWO engines – the parachute rescue system, designed for parachute rescue of our aircraft with full load. That is, the safety of the pilot is the PRIORITY!
So, Dear investors, don’t waste your money on stillborn projects, which only cause noise in press…
Help us to finish our project.
And we will give an opportunity to anyone wishing to realize a childhood dream – to FLY!!!
The FlyingBike (FB) is a four-screw twin-engine aircraft equipped with a parachute emergency rescue system (PERS).
Why exactly two-engine? Since FB screws have a significantly higher load on the area than helicopter rotors, they are therefore unable to auto rotate. That is, in case of engine failure (if it is one) – a catastrophe is imminent.
But to improve the flight safety, and to give the pilot the possibility of a controlled landing, even if one of the engines fails, we use a two-engine scheme. Some kind of sophistication and increasing of the cost of the construction are completely covered by a much higher safety of the flight. Since the probability of simultaneous failure of two engines (through the fault of the “iron”) is very small. And flight safety is an undoubtful PRIORITY!
Besides in our design, we foresee the usage of the method of safe landing – with the parachute PERC.
In our design we use motorcycle engines and this choice is conscious.
Existing aviation engines were created in the 30’s and 40’s of the 20th century. They have high reliability and resource and unfortunately these are their only advantages.
But there much more disadvantages.
First, a high specific weight, the use of expensive and insufficiently distributed (and sometimes deficit) aviation fuel, expensive maintenance.
Most modern motorcycle engines don’t have these drawbacks. Especially – the likelihood of simultaneous failure of two engines at once through the fault of technology – is vanishingly small!
Choosing the engine, we were guided by a high specific power (by weight) and margin of safety.
The use of variable pitch propeller (VPP) with electronic control also makes sense!
Almost the same control scheme with VPP is successfully used on hundreds of thousands of radio-controlled helicopter models.
That’s why we don’t use any unchecked technical theories.
Finally, most of the technical revolutions were also made by rethinking what had already been known for a long time!
For that reason in our project we try to use the possibilities of already well-known technical solutions in a new way!
In comparison with existing aircraft – first of all an easy usage, that allows almost anyone to buy our flying motorcycle. A great advantage of them is that you don’t need to study in a flight school.
(We mean for successful flights. If in your country it’s forbidden to airlift any aircraft without a license, even for sports and entertainment purposes, then you should decide the issue of the legality of flights in your country individually).
In comparison with other devices, preparing to enter the market, an important advantage is the flexibility of the type of engine!
Our design makes it easy to replace the ICE with an electric engine (when and if the corresponding batteries appear).
One of the pros is also (in comparison with electric samples) a much higher load capacity with sufficient radius of action. At the same time, if necessary – these indicators can be increased.
At present, available technologies for the production of batteries (and other portable sources of electricity) shut out the possibility of any practical use of electric engines in aircraft!
And the fact that some “large” aircraft with electric engines still fly, make us have a closer look at them.
They can fly not because of the use of electric engines with batteries, but only because of using the most expensive and advanced structural materials and components in their design.
That’s why, it would be worthwhile to ask a question (which for some reason doesn’t occur to anyone):
– What if we use the same advanced (expensive) materials and technologies in aircraft with ICE, CO and NO emissions would be really reduced, and their environmental friendliness would be improved, while maintaining (at least) excellent flight and performance qualities, which is of main importance for the consumer!
Therefore, let the development of electric transport go on as usual. Tomorrow is with them!
But if you want to fly today, without waiting for the “future” – it makes sense not to leave out vehicles with ICE, but to apply the most advanced technologies that come from the development of electric transport.
This symbiosis that we use in our project!
Currently, the main problems of the project are related to financial issues, since we are implementing the project for our savings, without the participation of investors.
Unfortunately, for these reasons, on the prototype, we have so far installed one engine and haven’t installed a parachute rescue system.
Since the main task of the prototype is the development of the basic idea and technical solutions – the correct connection of mechanics and electronics – long-duration flights at the stage of adjustment and test flights are not provided. Accordingly, we have so far limited ourselves to one engine. But this is only on the first prototype.
In addition, we don’t have the opportunity to create our own specialized flight controller yet (again for financial reasons). And on our prototype we should use a regular flight controller, used on radio-controlled models of helicopters.
In general, its capabilities are quite enough – because both helicopter models hang in the air, and the flight controller ensures their precise positioning (via GPS). But it doesn’t fit for use in a serial sample – too many settings before flying should be done through a computer.
On a serial sample, the self-diagnostics and settings processes should be as a self-diagnosis process of the electronics in the car – “you start up the ignition – the control lights turned on – when they switched off – everything is in order” – you can start the engine and go.
We want to do the same in our flying motorcycle.
The technical requirements for the required flight controller are ready.
As soon as there is a financial opportunity – it will be created and used in our flyingbike.
Judging by reports in the press, several projects are in progress. Still practically all of them have inborn flaws, which are unlikely to be overcome in the coming years!
Most of them are designed for the use of electric engines. Unfortunately, at the current level of battery development, this automatically transfers the aircraft with a rotor (rotors) with electric motors into the category of toys, practical value of which isn’t big.
If airplanes with electric engines are still possible to be of a little use, by means of expensive construction due to the use of expensive ultra-light construction materials, (since the lift for the flight is created by the wings, and not directly by the engine), devices with rotors are really different!
The operators of drones have known this for a long time. They know from their own experience that there is a “vicious circle”: – increasing the battery capacity on board leads to an increase in the weight of the device -> to compensate for the dropped flight performance, a more powerful engine is required -> a more powerful engine has higher energy consumption, and it consumes an increased supply of energy -> the initial characteristics practically do not improve, only the weight and the price grow…
Therefore, all projects on electricity solve the wrong problem. What’s the point in developing different layouts? Most often unreasonably complex – with 8, 10 or more engines … With the use of several small screws, with low efficiency … Which almost do not have any ideas for modernization.
Even for the carriage of one passenger in other projects, it is planned to use 8 (!!!!) engines!
What if you need to transport a ton of cargo? Will you set 20 or 30 engines?
Before a serious breakthrough in the increase in the “energy density” in batteries, the development of aircraft with rotors on electric motors is impractical!
Therefore, there aren’t any real competitors of our project. We have the best combination of performance characteristics (important for the consumer) – the payload, flight range, ease of refueling, etc.