WHITE PAPER I’M AERO White paper - I’M AERO First and the only ultralight coaxial helicopter This document is not a securities o ering or a scheme of collective investment, nor does it require the registration or approval of the Monetary Authority of Singapore. The participants are advised to carefully read this document and be cautious when investing funds.
1. Introduction 2. Company’s products and their description
2.1. Ultralight aviation and coaxial system in helicopter industry 2.2. Manufacturing facilities of I’M AERO 2.3. Application range of the helicopters of I’M AERO 2.4. Review of the models and technical peculiarities of the I’M AERO helicopters 2.4.1. Ultralight airplane Nestling 21 2.4.2. Ultralight coaxial helicopter Helicopter R-34 2.4.3. Unmanned aerial vehicle Aerobot A-34 2.5. Geography of product application 3. Implementation of the blockchain 4. I’M AERO meets market needs 5. Business model 6. Marketing research 7. Roadmap of the Project 8. Project team 9. Structure of the Token Sale 10. Jurisdiction 11. Contacts
* The current version of White Paper is not final and can be adjusted. The final parameters will be presented a few days before the Token Sale starts. Introduc on
The aim of the I AM AERO Project is to create a series production of ultralight aircraft that meet the needs of the population at the level of everyday use, as well as to meet the challenges of private business and the demands of government agencies.
I’M AERO is a specialized aviation enterprise engaged in the design, development and production of manned and unmanned aerial vehicles. We are engaged in design engineering and produce ultralight aircraft: helicopters, airplanes, UAV (Unmanned Aerial Vehicle). The sta of the employees is 37 people and consists of the specialists with the higher technical aviation and engineering education, the work experience in the field of aircraft production from scratch at the country's main aviation enterprises is numbered in decades. Engineers and designers of I 'M AERO have developed and patented a helicopter with a coaxial design that has no analogues in the world market. Such helicopters are distinguished by high reliability, low noise, high e ciency at the ratio of power per mass unit. All aircraft can be equipped with an unmanned or optionally piloted system. This will allow flying without substantial training with a minimum training course of 72 hours. All the manufactured and designed aircraft are developed in accordance with the Airworthiness Requirements for rotary aircraft of the standard category - AП27 (Russian Standard), harmonized with the relevant Airworthiness Requirements of Europe - CS27 and of the USA - FAR27. When designing the structure, special attention is paid to failoperational capability based on the US Standard MIL-STD-12900A.
Main theses: Exis ng innova ve produc on. Unique design coaxial scheme of propellers. Experienced manufacturing of electric models and unmanned aircra systems. 2. Company’s products and their descrip on
2.1. Ultralight aviation and coaxial system in helicopter industry
Ultralight aviation abbreviated ULA — is the category of manned aerial vehicles, the maximum take-o mass and stall speed of which does not exceed certain values established by the local aviation authorities. Usually this take-o mass is up to 500-600 kg. In the case of the company I'M Aero, it is a manufacturing line of aircraft capable of carrying passengers, as well as additional modules and cargo.
Nestling 21 Helicopter R-34 Aerobot A-34 Unmanned aerial vehicle Ultralight airplane Coaxial helicopter (drone)
What is helicopter and what is unique about the coaxial system for helicopters?
Helicopter engineering is a relatively new sector of the aviation industry. A helicopter is an aerial vehicle heavier than air. The main di erence between a helicopter and an airplane is that the lifting force necessary for the flight of a helicopter is not created by the wing, but by the main rotor. At the helicopter, the power from the piston or turbo-propeller engine is transferred to the main rotor, which, in addition to the lifting force, creates the forces and moments necessary for the translational motion of a helicopter and for its control. Helicopters can: - get o the ground vertically upwards without a preliminary take-o ; - immovably hover over the designated point; - move in any direction: forward, sideways, backward; - lose height vertically and make a landing without running. In the event of engine failure, the helicopter is capable of landing in the self-rotation (autorotation) mode of the main rotor. In civil aviation, helicopters are used for supply and passenger transportation, patient transportation, postal communication, for installation operations, for pest control, for mineral exploration and forest fire fighting, for marine fish exploration, etc. Coaxial scheme is a scheme in which a pair of parallel-mounted propellers rotate in the opposite directions around a common geometric axis. On rotorcraft, it allows to mutually compensate the reactive moments of a pair of main rotors, while preserving the most dense arrangement of drive gears. This type of models has much more stability in comparison with the classical scheme, which makes the model ideal for beginners and / or flights in a confined space. The coaxial main rotors allow to obtain the required thrust force with a relatively small diameter of the carrier system, since the swept area is well used and the lower rotor sucks the additional air from the side. The helicopter with coaxial lifting propellers has relatively small dimensions, is compact enough, which simplifies its maintenance, storage, transportation, extends
the field of its application. Small dimensions, reducing the mass distribution, create small moments of inertia, so the helicopter has large angular rotation speeds, as well as maneuvering advantage. Symmetrical aircraft configuration with minimal propeller adjustment simplifies piloting in rough wind conditions, which is especially valuable when working in a ship-based or mountainous location. Absence of a bulky tail boom facilitates piloting at low altitudes, improves flight safety over ough terrain, simplifies the implementation of forced landings. Transition to the self-rotation of the main rotors mode and helicopter training are simplified.
Eliminating losses on the tail rotor drive makes it possible to reduce the diameter of the main rotors, since the use of engine power is improved. Reducing the length of the propeller blades leads to the reduction in the weight of the helicopter construction and to the increase in the weight-return coe cient (the ratio of the disposable load to the airborne weight. Fundamentally, a coaxial helicopter can provide a lower level of vibration, if the loads from the propellers are in anti-phase. The lower diameter of the main rotors, the greater number of blades and the absence of the power shafts passing through the fuselage also contribute to reducing the level of vibrations. However, in comparison with the classical scheme with an antitorque propeller, the coaxial scheme is much more di cult technically and constructively.
Advantages of the coaxial scheme over the classical one has a long list: No loss of power to the antitorque propeller (10 ... 12%); the higher e ciency (by 15%) of the coaxial main rotors at flight speeds up to 100 km / h with equal engine power makes it possible to obtain a higher thrust force (by 30%) of the carrier system. This increases the hovering ceiling by 1000 m and doubles the climbing speed. Aerodynamic symmetry and the absence of cross-links in the control channels simplify piloting, which is especially important when flying at low altitude near obstacles. Such machine has a significantly larger range of sideslip angles, angular velocities and accelerations over the entire range of flight speeds. Relatively small moments of inertia, which are a consequence of the compactness of the coaxial-type helicopters, provide e cient control. There are also several disadvantages: the structural complexity, the di culty in installing the mast-mounted equipment. Disadvantages of the classical scheme Studies conducted by the US Army showed that the antitorque propellers are responsible for 10% of helicopter incidents. During the battle actions in Vietnam, the US Army lost 256 helicopters because of the failure of the antitorque propeller when striking against various obstacles or breaking the transmission shaft. In addition, presence of the antitorque propellers increases the danger to the ground support personnel, the vulnerability and weight of the construction, makes maintenance di cult, reduces survivability, complicates longitudinal alignment and arrangement. The antitorque propeller is the source of periodic excitations transmitted to the structure. The loading of the antitorque propeller is characterized by a significant unsteadiness e ect of external forces, which occurs due to the influence of periodic pulsations of the vortex sheet from the main rotor. At present, there are no computational methods capable of calculating with su cient accuracy the loading conditions for the antitorque propeller. All this reduces the service life of the antitorque propeller and elements of its transmission. When the loading on the main rotor increases, the relative size of the antitorque propeller increases, which leads to the increase in the weight of the entire compensation system and the tail boom. The antitorque propeller is susceptible to the damage from impacts of gravel and other objects lifted from the ground by the main rotor stream during the take-o and landing, or pieces of ice discarded by the main rotor blades during the ice formation. The antitorque propeller of most helicopters works in semi-stalled conditions operating at the altitude limit with maximum load. Velocity saturation of the steady turn on the hover is determined by the loading parameters of the antitorque propeller. Methods to improve its e ectiveness have been researched. Increase in filling of the antitorque propeller leads to a significant increase in the load in the control system. Increase in the tip speed leads to a significant increase in the noise generated by the antitorque propeller. The use of asymmetrical profiles, although it increases the e ciency of the antitorque propeller in a small range, results in a loss of performance in the autorotation mode and complicates the design of the blades. Thus, the antitorque propeller has a small stall margin in the ultimate helicopter flight modes.There are fairly strict flight restrictions on the angular velocity of the helicopter’s hovering turn, determined by the rate of deviation of the pedals, but in reality – by the rate of change in the pitch of the antitorque propeller, as well as the yaw angular rate. They are caused by the increase in the loading of the antitorque propeller, which is unfavorable for the dynamic strength and blade life. In the right downwash mode, or when the main left-hand rotor turns left, the helicopter becomes statically unstable, since the pitch of the antitorque propeller, required for balance, increases, especially for the antitorque propeller with the backward movement of the lower blade. In this case, the required value of the blade angle of the antitorque propeller blades can reach the limit values at a high lateral speed. Such behavior pattern of the antitorque propeller is caused by the e ect on the antitorque propeller by the vortex sheet from the main rotor. In this case, the movements of the directional control pedals require increase in the antitorque propeller angle, which is a reverse reaction to the natural decrease in the angle in these modes. The e ect of this phenomenon will be the stronger, the greater the load on the main rotor is. In addition, such yawing instability is manifested at the di erent angular velocities of the helicopter during a turn with a constant position of the pedals, depending on the sideslip angle. In general, hovering turns under the wind conditions are significantly more complicated than under no wind conditions. Therefore, turns in any direction to any angle with the maximum permissible speed are allowed only at a surface wind speed of not more than 5 m / sec. The disadvantage of a helicopter with the antitorque propeller is also a significant dependence of the balancing position of the directional control pedals on the flight modes, and hence the positions of the control levers of the common and cyclic pitches. In transient flight modes, this requires constant compensating movements by the controls, in particular, the antitorque propeller pedals, which makes the pilot tired. Cross-coupling in various control channels significantly complicates the control.
For more data, if interested, please contact our representatives or designers. Our telegram channels and social media:
https://www.facebook.com/ico.iamaero/ https://www.reddit.com/user/ImaeroICO https://twitter.com/iamaeroico The channel in the telegram: https://t.me/iamaeroico Chat: https://t.me/iamaeroicochat CEO IAM AERO: @kosachev_as
2.2. Manufacturing facilities of I’M AERO
You can do something fast, but badly, or you can do it slowly, but well. In some time everybody will forget what was fast, but will remember what was bad. And the opposite is true‘ Sergey Pavlovich Korolyov — scientist, space craft designer and lead rocket engineer
I’M AERO is the research and production company which owns the advanced technologies of design and manufacturing of aircraft. The Experimental Design Bureau I'M AERO, has a successful experience in the development of aviation technology and introducing it to the market. Over the past 10 years of work, we have designed and produced for individuals: - airplane P-20 - 57 units. - airplane P-23 - 4 units. - ultralight trike R-16 and its subsequent modifications - 140 units. - helicopter R-30-33 - 7 units.
Over four hundred pilots of ultralight aviation have been trained in I’M AERO.
The pilots of the Experimental Design Bureau I'M AERO are repeatedly the Champions of Russia and prize-winners of the World and European Championships in the sport of ultralight aviation.
The Experimental Design Bureau I'M AERO has been working since 2001. The Experimental Design Bureau and the facilities are located in their own premises in the city of Kumertau. Technological park of the company includes machines (drilling, turning, milling, grinding, etc.), welding equipment, electrical installation equipment, equipment for the painting site, as well as equipment and accessories for the manufacture of composite parts and products from plexiglass. Product testing and training flights are carried out at the sites registered in the Privolzhsky Territorial Administration of Federal Air Transport Agency (Rosaviatsia). The aviation-technical sports club of the same name, in which pilots-cadets and private pilots receive airmanship training, works with the Experimental Design Bureau I'M AERO. Representatives of the Experimental Design Bureau I'M AERO and the students of the ULA club I'M AERO participate annually in the World, European and Russian championships in the sport of ultralight aircraft using the company's technology. Thus, in 2016, the crew of the R-16 ultralight trike took part in the Russian championship, presenting the new wing ‘Apogee-14N’, where the team of the Republic of Bashkortostan took first place in the class of ‘ultralight planes, gyroplanes, ultralight trikes’. The same year, the apprentices from the aviation sports club, the Ufa crew, Maxim and Alfiya Semenov, became the World Champions in the sport of ultralight aviation in the class of ‘two-seater ultralight trikes’. In addition to supporting socially significant projects and commercializing innovative products, the Experimental Design Bureau I'M AERO plans to create additional service centers for servicing the equipment manufactured. In addition, it is planned to establish a school for the training the ULA pilots, which will have the best e ect on the development of ultralight aircraft.
Advanarges: - Available even to private persons, maintenance cost is not higher than of the executive car. - The only in the world, ultralight coaxial helicopter - Decreases expenditures and makes flights to the areas of di cult access available. - Makes medical and rescue operations e ective. - Solves a huge range of tasks in agriculture and oil and gas sector.
About the Project: - The Company has been working since 2001. - There manufacturing facilities and patents. - In 2017, the second place in the World Championship was taken 2.3. Application range of the helicopters of I’M AERO
I’M AERO aircraft can be used for solving a range of commercial and private tasks.
Let's review them - from the simplest to the most complex highly specialized ones: - Corporate or private transport. Corporate and private transport, cheap and easy to handle. Many businessmen, enterpreneurs and common citizens living in the suburbs will be able to easily cover long distances. - Medical missions. They are able to land in a restricted area with a team of qualified medical personnel on board who provide assistance to the injured on their way to the medical facility. Helicopters are also used for routine transportation of patients if they need to be delivered quickly, or if it is convenient for the patients In this segment, the aircraft will be much cheaper to maintain and more convenient to operate. - Cargo and food delivery. Under the conditions of di cult transport accessibility, our equipment ensures uninterrupted deliveries even in di cult weather conditions. - Air agricultural operations. Flights over the fields, sowing and air-chemical works are currently important directions for the agricultural sector. Using Aerobot models (unmanned helicopter variant), it is possible to significantly reduce the costs for these types of work and increase their e ciency. - Monitoring of the power transmission lines, oil and gas pipelines. Monitoring of long objects (power lines, pipelines). With the help of our aircraft, you can prevent an accident or leakage. Security and monitoring in these industries are one of the most important factors, since the price of an error is a catastrophe or a loss of funds significant for large corporations. - Aerial photography and monitoring, 3D laser scanning. The large length of the territory of the Russian Federation and the distribution of objects dictate the need for organization of the service centers near large customers. Low cost of ownership of the equipment (150USD = 1 hour of flight) allows to achieve quick payback of the projects. Police patrolling. Patrolling by helicopter using small and inexpensive machines is in demand in many spheres of civil activity. Such method of observation has quite obvious advantages, which ground control facilities or dismounted patrollers are devoid of. - Tourism and air taxi. The scale of helicopter use in the tourism industry is constantly growing. A magnificent view from the helicopter board, in combination with the helicopter capabilities to deliver tourists to remote places, makes this kind of tourism very attractive. With the help of our aircraft, new and a ordable tourist flights can be realized. I'M AERO machines significantly reduce the cost of the flight. 2.4. Review of the models and technical peculiarities of the I’M AERO helicopters
2.4.1. Ultralight airplan Nestling 21
The produced ultralight multi-purpose airplane is an innovative product that has no analogues in the world for price and quality. We have developed a product line: these are two- and three-seat ultralight airplanes produced in small series at our production facilities. Constantly working on improving the design and characteristics, we have modernized the cabin design and applied modern composite materials in its structure, which made it more functional and expanded the range of application of the aircraft (two passengers will be allowed to sit, the stretcher can be installed, etc.). This development has a high adaptability, which will allow to supply PU (Power Unit) engines and Avionics to a wide range of manufacturers. The produced airplane has a modular design for easy operation and reduction of the dimensions during transportation and storage. The console wings and tail fins are easily dismounted within 30 minutes and are transported on a trailer to a passenger car. The cabin (module) can be independently moved by means of the propeller thrust, while taxiing is carried out by means of the controlled wheel of the nose landing gear. Modular design allows you to install: - a rigid wing with mechanization or a cheaper wing with a fabric sheathing; - a wide range of aircraft engines with a capacity up to 200 horse power. (APD, RETM, Rotax, etc.), which makes the airplane more accessible to a wider audience. The possibility of installing wheeled, ski or float landing gear on the aircraft will allow to perform a take-o and landing at airfields of all classes and categories, and, more importantly, on unequipped ground and water surfaces with available length of not more than 100 m. Replacement of the landing gear can be carried out in the field within 1 hour. O -aerodrome qualities allow to operate and service the aircraft by 1-2 people without special expensive means and equipment. Another important quality of the aircraft is the high level of safety achieved through the design and technical solutions. For 15 years of operation of the products produced by our Experimental Design Bureau, no incidents caused by the technical failure have been registered. Nevertheless, in emergency situations in the air, the parachute rescue systems of the MVEN Company, which are certified in Europe and the USA, are provided for the rescue of the aircraft and the crew in it on all the developed machines (- ultralight trikes, airplanes and helicopters).
APPLICATION RANGE
Ultralight airplane Nestling 21 can be used: - as a personal transport vehicle; - for commercial transportations (air taxi, expedited delivery of cargo and mail), corporate personnel transportation (rotation workers, healthcare workers, security forces and others) and cargo (provision of di erent types); - for performing search and rescue operations and aviation evacuation (Ministry of the Russian Federation for Civil Defense, Emergency Management and Natural Disasters Response and other search and rescue services); • for training flights; • as a glider aerotow; • for landing paratroopers (tandem); • for patrolling and monitoring (in the energy production, oil and gas sector, forest and farming enterprises, law enforcement and nature protection government departments) or for geological exploration; • for aerochemical operations; • for excursion and familiarization flights; • for initial training of the pilots; • to control power transmission lines, oil and gas pipelines; • to conduct aerial photography and monitoring; • for police patrolling; • for transportation of the healthcare personnel; • for administrative transportations; • for transportation of individuals; • for special purposes. SPECIFIC FEATURES OF NESTLING 21 • Airplane Nestling 21 never fall into a spin;14 • All-weather ultralight aircraft; heating and ventilation in the cabin allows you to fly in the temperature range from -30 to +40 ° C. Easily managed in a ‘bucketing’ with the wind up to 15 m / s .; • The best arrangement "side by side" with displacement at minimum resistance has a maximum cabin space, which is enough to accommodate luggage or even a lying passenger; • The most compact and quick-dismantle aircraft - two people assemble and dismantle it for transportation within 30 minutes; • The best airplane for initial training and patrolling. FEATURES Wing span 10.2 m •Length 6.51 m •Height 2.45 m •Wing area 12.7 m2 •Construction weight 270 kg •Takeo weight 495 kg •PU type Rotax-912 • PU power 100 horse power •Speed min 65 km/p/h • Cruising speed 120 km/p/h • Speed max 160 km/p/h • Climbing rate 6 m/s • Designed stress limit +6/-3 • Fuel allowance 60 L • Flying range up to 600 km • Flight altitude 4500 m Permissible outside temperature for operation from -40 °С to +40 °С *PU – Power Unit 2.4.2. Ultralight coaxial helicopter Helicopter R-34
Helicopter R-34 belongs to the class of ultralight aircraft (ULA) and is intended for training, sports and recreational flights. As a carrier system, a coaxial main rotor scheme has been chosen (two rotors rotating in di erent directions), for which a number of original technical solutions, protected by a patent, have been applied. A hingeless suspension carriage of the blades with a unique composite torsion bar is used. The ROTAX 912 ULS engine is used as a power unit. The power frame of the fuselage is a welded truss made of aluminum alloy pipes. The cabin is made of fiberglass and plexiglass. The cockpit has the following facilities installed: a control system, two armchairs with seat belts, a dashboard with the necessary instrumentation system. Skid landing gear has been applied to the Helicopter R-34 as a runway gear system. The helicopter has a MVEN parachute rescue system: БПС-500. Testing of the first helicopter models showed a large flying capacity of this type of helicopter, confirmed the main characteristics. The helicopter is designed for flights in various weather conditions: at temperatures from -25 °C to +35 °C, the maximum wind speed at the ground can be up to 15 m/s. The helicopter construction has been developed in response to possible positive overloads up to 2g. The take-o mass of the helicopter is 490 kg, the disposable load share in the total mass is 230 kg. The maximum flying speed is 160 km/p/h. Small design dimensions, cost e ectiveness, noiselessness, the possibility of landing on small unequipped areas and a modern security system make this Helicopter R-34 demanded by special services, various enterprises and private customers.
APPLICATION RANGE Helicopter R-34 is suitable for conducting such works as: • search and rescue operations; • patrolling the borders and monitoring the extensive areas of oil pipelines checking for oil spillage or illegal in-cuts; • corporate transportation in the areas of di cult transport accessibility; • as a personal transport vehicle; • for commercial purposes (air taxi, cargo delivery); aerial tourism (for excursion and familiarization flights); • initial training of the pilots; • control of power transmission lines, oil and gas pipelines; • aerial photography and monitoring, 3D laser scanning; • police patrolling; • transportation of healthcare personnel (Ministry of the Russian Federation for Civil Defense, Emergency Management and Natural Disasters Response, Ministry of Healthcare); • administrative transportations; • aerial farming operations; • sport flights. SPECIFIC FEATURES OF HELICOPTER R-34 • E ective coaxial system of main rotors of proprietary design is the most silent ultralight airplane, noisiness of the rotors is not more than 24 dB at a distance of 30 meters. • Cost-e ective petrol or diesel engine, inexpensive to operate and easy to maintain. • High level of safety (closed cockpit, quick-response parachute rescue system, landing on autorotation). • Ability to install an automatic pilot system or re-equipment into an unmanned aerial vehicle. • Possibility of all-season operation in a wide range of climatic conditions (from - 25°C to +35°C), from aerodromes and unprepared areas, including from the water surface; • Helicopter R-34 is an innovative product. • Use of modern engineering structural materials and components, increase in producibility of manufacturing the component parts allowed to significantly reduce the cost of production. • Helicopter R-34 is manufactured from modern environmentally friendly materials. • The design of the helicopter transmission is unique if compared with other ultralight class helicopters and is protected by patent. • Aerodynamic symmetry of the carrier system makes it possible to increase the controllability of the helicopter. • Use of the parachute rescue system, previously not used on such helicopters, allows to further improve operational safety.
SPECIFICATIONS OF HELICOPTER R 34 • Speed max 160 km/p/h • Cruising speed 120 km/p/h • Climbing rate 5 m/s • Flying range up to 600 km • Flight altitude max 4500 m • Fuel consumption rate 16…24 L/p/h • Flight endurance up to 5 h • Disposable load до 300 kg • Crew, passenger 2+ Status of readiness of design documentation for organization of the start up of serial production
Scope of works performed on fuselage – 85%.
Scope of works performed on coaxial main rotor design documentation– 100%.
Scope of works performed on coaxial main rotor design documentation– 100%. Scope of works performed on skid landing gear design documentation -100%.
Scope of works performed on fuel system design documentation – 30%.
Technology of rotor blades Scope of works performed on main manufacturing – 100%. gear box design documentation – 100%.
We have perfected all manufacturing technologies on single prototypes and are now ready to build and launch large-scale mass production of aircraft of the highest quality and low market value, using all our experience! 2.4.3. Unmanned aerial vehicle Aerobot A 34
Unmanned aerial vehicle (UAV; also ‘pilotless’ or ‘drone’ in common usage) — aircraft without a crew on board. UAV can have a di erent degree of autonomy - from controlled remotely to fully automatic, they can also di er in design, purpose and many other parameters. The UAV can be controlled by an occasional command or continuously; in the latter case, a UAV is called a remotely piloted aerial vehicle (RPAV). The main advantage of the UAV / RPAV is the significantly lower cost of their creation and operation (on the condition of equal e ciency in the performance of the tasks. The main buyers of this model are corporations (governmental and private) and budgetary institutions that prefer to outsource their services in order to reduce the cost of ownership of the equipment or due to the lack of qualified personnel. SPECIFICATIONS OF AEROBOT A 34 • Speed max 300 km/p/h • Cruising speed 150 km/p/h • Climbing rate up to 6 m/s. • Flying range up to 600 km • Flight altitude max 5000 m • Fuel consumption rate 14…24 L/p/h • Flight endurance up to 7 h • Disposable load до 200 kg • Satellite control without restrictions to the distance, or by radio command up to 150 km. SPECIAL FEATURES OF AEROBOT A 34 • Most silent ultralight drone. • Cost-e ective petrol or diesel engine. • E ective coaxial scheme of main rotors of proprietary design. • Possibility of all-season operation in a wide range of climatic conditions, from unprepared areas, including from the water surface; APPLICATION RANGE OF RPAV • Emergency response service - Rescue services: Ministry of the Russian Federation on Civil Defense, Emergency Situations and Response to Accidents' Implications, the police and similar institutions, ambulance service. • Governmental institutions and fuel and energy companies 1. Monitoring of distant objects. 2. Di erent types of monitoring of the objects and environment under the conditions of hard vehicle accessibility. 3. Rendering services on transportation and monitoring for governmental institutions. 4. Monitoring of extended and distant objects: in particular, by fuel-and-energy companies and enterprises of the Federal Service for Supervision of Natural Resource Usage . 5. 3D laser scanning, ground-penetrating radar (Earth's remote probing), hyperspectral analysis). 6. Monitoring of extended objects (electricity transmission lines, pipelines). • Solution for transport accessibility - Delivery of cargo to the areas of di cult transport accessibility. - Agriculture and commercial service - Aerial crop treatment and dusting; - Hyperspectral analysis of the state of the soil and seeding. Examples of the use of RPAV with applica on of the following technologies 1. Heat monitoring of the pipelines with the help of RPAV Use of automated unmanned monitoring control systems helps to prevent leakage and loss of raw materials, saving money and increasing e ciency. Unlike the usual daylight camera of the optical range which catches the light reflected from the object, the thermal camera "sees" the degree of body heating (infrared survey), that is, there is no "day" or "night" for it. The thermal camera catches the radiation of the body itself and shows on the screen how much it is heated in comparison to other objects in the scene. Infrared thermal imaging diagnostics belongs to one of the main directions of the development of the system of technical diagnostics, which provide accurate control of the thermal state of the equipment and constructions without their removal from operation. Performing thermal survey in the early stages is guarantee of preserving expensive equipment, buildings, energy resources, as well as preventing possible manmade disasters, while the cost of carrying out a thermal survey from a drone is much lower than the cost of liquidating a disaster. Use of umnanned thermal survey is currently important for the following types of activities and sectors: • Power engineering - air thermal survey of pipelines allows to reveal places of nondesign occurrence, of the enhanced wear rate and, as consequence, possible leaks of gas, oil, water and other liquids. In addition, the low-altitude thermal survey of power transmission lines most clearly reveals the breakdown points of insulators and the places of short circuits, as well as abnormal overheating of the equipment. Moreover, using a thermal camera mounted on the UAV, it is possible to record a leak from the pipeline in real time. • Fire control - the ability of infrared radiation to penetrate even a dense veil of smoke or clouds allows identifying flame bases of both man-made and natural fires, which subsequently during the fire-fighting operations significantly improves the accuracy of water discharge to the source of fire outbreak. • Agriculture - infrared thermal survey of the soil cover and the further drawing of thermal maps reveal places of more or less heating of the soil, and this, in turn, can a ect the volume of the crop. • Construction - defects in buildings, namely - low-quality seams, leaks in the roof of buildings, the identification of heat loss, which is especially important for areas with a cold climate. • Water Surveillance and Fisheries - identification of places for illegal dumping of waste or places with warm sources, which is very important for fish farming. We provide our customers with the opportunity to conduct a common aerial photography of an object and perform an aerial imaging survey, where, in addition to the photo image itself in visible areas of the spectrum, a thermogram of the thermal field of the object is obtained. The thermogram is a snapshot of the object itself with a temperature scale, where it is possible to determine the temperature of the required survey location by the characteristic color. 2. Aerial la er scanning and digital aerial photography Aerial laser scanning is often the fastest, most reliable, and sometimes the only method of collecting data on the real surface, including hard-toaccess areas and areas covered with forests. Aerial laser scanning allows to obtain data on the shape, location and reflectivity of the objects under study. The result of the aerial laser scanning is a 3D array of laser reflection points classified according to the ‘ground / not ground’ sign with a density of up to several tens of points per 1 sq. m. and the accuracy of determining their coordinates of less than 10 cm in planform and height. In fact, this is a digital model of the actual relief of high density and accuracy, the basis for orthophotomaps, digital topographic plans of scales 1:500 and smaller, three-dimensional models of relief and objects. 3. Hyperspectral analysis of the pipelines for leakage of the product of illegal in cuts with the help of aerial photography The human eye sees light in three bands (red, green and blue), while spectral image formation divides the spectrum into more bands. This method of dividing the image into stripes can be used outside the visible band. The method is used in agriculture, mineralogy, physics and surveillance systems, criminology, etc. A hyperspectral sensor examines an object using the most part of the electromagnetic spectrum. Some objects leave unique "prints" in the entire range of the electromagnetic spectrum. These prints are special spectral properties of the substance by which the materials entering the object under investigation can be recognized. For example, the spectral lines of oil help minerologists find new oil fields. The results of hyperspectral aerial photography can be e ectively used to solve such complex problems as: 1. Identification of the scattered forest stands in the total forest mass; 2. Search for suppressed trees and susceptible to diseases or infected with bark beetle, etc.; 3. Decrease in soil fertility on the basis of data on the intensity of green biomass growth; 4. Swamp formation of coastal zones of green vegetation; 5. Search for young low-intensity vegetation in places of strong forest and field fires.
In some cases, aerial hyperspectral surveying methods allow to conduct a complete analysis of the forest with separation of the location of individual trees and shrubs.
Sec on theses: - Corporate or private transport; - Healthcare, rescue missions; - Delivery of cargo and food; - Aerial farming operations; - Control of electricity transmission lines, oil and gas pipelines; - Aerial photography and monitoring, 3D lazer scanning; - Police patrolling; - Movie shooting; - Accompanying of the objects. 2.5. Geography of product application 3. Implementa on of the blockchain
3.1. Advantages of using the blockchain The introduction of technology increases the level of trust of customers and other market participants to the organization that uses it, and also speeds up the production processes. This occurs due to the exclusion of manual work and paperwork, which increases speed and reduces the cost of transactions, and leads to the increase in business volumes. Operations, which previously took several weeks, will be conducted in a few minutes due to the exclusion of paper red tape. Technology will help speed up the conclusion of contracts between a large number of participants and create trust between unfamiliar counterparts. I'M AERO Company is going to use all these benefits and implement the technology not only for crowdinvesting, but also for the production, accounting and control of safety.
Effec ve produc on Monitoring of the data about The Blokchain will make production more e ective. pilots and their flight training For us, this is a possibility of maintaining a single Blocking will allow creating a reliable base of register of records for the company's qualified pilots and a transparent component parts and aircraft. understanding of their training. This will avoid accidents and other problems.
Monitoring and objec ve data on the flight of the helicopter itself The helicopter is a means of increased risk, and the Blockchain is necessary here to monitor the information about the flying hours and its technical condition. The registration of the register of data will allow to stop the breakdown in time and will preven unscrupulous sellers from twisting or concealing the facts of the lack of maintenance of the aircraft. 3.2. Description of the solution of I’M AERO for implementation of the Blockchain Our solution allows you to keep records and the quality of each manufactured component part, the registry is needed for several reasons. First, we control spoilage and the facts of theft or willful harm to the company, or the problem of poor quality products. Examples of application
Similar problems are commonly experienced by both small and large industries:
http://www.bbc.com/russian/business/2014/04/131212_toyota_recall
https://mir24.tv/news/13689309/kompaniya-mitsubishi-otozvala- okolo-25-tysyach-mashin-v-ssha
https://www.rbc.ru/rbcfreenews/57b1856b9a79479aebf42939
https://www.kommersant.ru/doc/3337038
А также
https://meduza.io/feature/2016/09/02/samsung-otozval- flagmanskie-galaxy-note-7-iz-za-vzryvayuschihsya-batareek-korotko
https://meduza.io/feature/2016/09/02/samsung-otozval- flagmanskie-galaxy-note-7-iz-za-vzryvayuschihsya-batareek-korotko
http://www.interfax.ru/world/495839
And dozens of other manufacturers working in this sector.
There was also spoilage in the food industry: in the production of chips, baby food, breakfasts and milk. These situations have taken together more than $10 000 000 000 of profit. We are sure that by introducing accounting in our production, we will be able to o er the solution to other companies in the future.
Possibilities of the Blockchain
Application of the technology is not limited for the production, because operation and maintenance is a process that requires strict accounting and control. Blockchain, having taken on the function of recording flight hours and marks on the technical condition of the aircraft, can reduce the number of emergency situations, and, consequently, save lives. The latter is achieved by preventing critical situations and warning of possible problems. This problem is partly experienced by the buyers of used cars. Buying a used car, you often buy a pig in a poke. The actual mileage can be twisted, the technical condition of the car and the origin of some parts remains a mystery. In the situation with the aircraft, these blunders are inadmissible.
‘Business and power are more interested in a private blockchain, where the primary task of a distributed network is to confirm, but not to be completely open’, Shcheltsin said. The total amount invested in the blockchain over the past three years is $1.4 billion. Recommendations for the implementation of the blockchain are contained in the April report of the G-20. The technology of distributed registers will help the G20 countries to make the digital economy more transparent. McKinsey has already predicted an increase in e ciency of $80- $100 billion.* 4. I’M AERO meets the market requirements
To buy a new helicopter immediately will not always be possible. As a rule, new helicopters are available on request. So, the American helicopter Robinson R44, popular in Russia, will have to be waited for from 6 to 12 months, the French Eurocopter EU-130 T2 - up to one year. There is a need in the market for ultralight and light helicopter models, but it is not always possible to buy them easily and at an attractive price. The presence on the market of a new player in a cheaper segment will give an opportunity to purchase necessary vehicles for those companies and individuals who previously were not able to do it, which will positively a ect the market of small aircraft and helicopter industry in general. • Low transport accessibility of some world regions are the following ones: Indonesia, India, the African continent, the Middle East, Russia - the Far East. The company has already concluded an agreement with Indonesia for the supply of helicopters. The territory of the country includes more than 17 000 islands and presence of small aircraft will solve the problems of logistics in this region. Similar problems are experienced by other states. • High cost of flights on existing helicopter models. People fly over New York, Paris, Monaco, Berlin, avoiding tra c jams. The cost of existing helicopter models and their maintenance does not allow to have a private helicopter to many companies and individuals. With our development anyone who has the opportunity to purchase a business-class car will be able to a ord a helicopter: the device is quiet and maneuverable at a cost several times lower than that of the competitors. Thousands of people will be able to faster get to important meetings bypassing tra c jams. • Problems of leakage in oil sector and related sectors. Unmanned models can be used to locate leaks and fires. Early detection of such problems can save millions of dollars in business. • Problems in medical logistics in many world regions. It’s possible to land such a helicopter even on a narrow roadway in the middle-sized European city. Our development greatly simplifies medical logistics, saving people and delivering many goods and products around the world! • Problems of high cost of logistics in agriculture. The developments are applicable in many areas, as an option - it is flying around huge territories of agricultural companies and related businesses. The cost of transportation and logistics is greatly reduced, the business can save huge amounts. • Problems of high cost of monitoring conventional thermal power stations. Our helicopters, including unmanned models, can monitor extendedg objects (power lines, pipelines), significantly reducing existing costs. 5. Business model
The project aims are to create an experienced design bureau and organize the production of universal ultralight coaxial helicopters based on modern technologies, creation and use of intellectual property, world-class know-how and world experience in the automation of aircraft construction. Creation in the region of a new helicopter cluster, equipped with modern highperformance equipment, capable of producing up to 250 helicopters per year. The business model and income streams can be divided into 3 areas: ○ Production and selling of aircraft; ○ Creation of network of the Aero Taxi and rendering services of cargo delivery; ○ Service contracts, service and repair, and also rendering services in the sector of B2B.
NPV IRR PI PP ROE ROIC EBITDA
994 mil.dol 155,4 23,92 1,5 yeas 45% 49% 136 mil. 6. Marke ng research
A market of gyroplanes (they are also called gyrocopters, rotaplanes and autogyros) is close to the market of ultralight helicopters. An autogyro is a hybrid of an airplane and a helicopter. It is a type of rotorcraft that uses an unpowered rotor in autorotation to develop lift and an engine-powered propeller, similar to that of a fixed-wing aircraft, to provide thrust. Like a helicopter, an autogyro has a main rotor to create ascensional power, however, a gyroplane is characterized by a free-spinning rotor that turns by the air flow through the rotor from below. Whereas a helicopter works by forcing the rotor blades through the air, drawing air from above, an autogyro rotor blade generates lift in the same way as a glider's wing by changing the angle of the air as the air moves upwards and backwards relative to the rotor blade. The rotating wings of the gyroplane are not connected to the engine. Gyroplanes use a "pusher" propeller for forward thrust. A gyroplane has no torque because its blades are powered by air, so no tail rotor is needed. Most autogyros are not capable of vertical takeo or landing, however they are true STOL (short takeo and landing) aircraft that can land in 10-50 m (with rotor preloading system) which is less than for airplanes. Almost all gyroplanes are capable of landing without running or with a run of only a few meters, besides they are able to hang in one place in a strong front wind. A gyroplane can also stay aloft at 10 to 20 km/h airspeed and it can be configured to takeo and land with no ground-roll at all. Thus, concerning maneuverability, gyroplanes are between aircraft and helicopters, somewhat inferior to helicopters and absolutely superior to airplanes. Gyroplanes are considered to be one of the safest and most reliable aircrafts in the world. At the same time, they are cheaper than ultralight helicopters. The cost of gyrocopters depends on the manufacturer, the design, features and it can range from as little as $25,000 to more than $150,000. Like ultralight helicopters gyroplanes are usually sold as KITs. Nowadays there are about 3,350 gyroplanes in operation globally. International Light Helicopter Market Light multipurpose helicopters are the most mass segment of the world civil helicopter market belonging to general aviation and usually with a maximum take-o weight of up to 2,000 kg. Light helicopters with a maximum take-o weight of up to 2 tons are in great demand on the world market. Various companies, individuals, law enforcement agencies and rescue services buy them. Light helicopters allow you to take o and land relatively quickly and they do not need large helicopter platforms. The most widespread light helicopters today are Robinson R22 and R44, Bell 206, Enstrom F-28 and F-280, as well as MD Helicopters MD 500 model. However, these helicopters, with the exception of Robinson R22, belong to the category of helicopters with a maximum takeo weight more than 1,000 kg. Robinson Helicopters (piston rotorcrafts R-22 and R-44) are currently the most purchased light helicopters in the world and in Russia as well because they combine a relatively low price with high performance and they are suitable for a variety of tasks — they can be used for training purposes, as a private or corporate transport or they can work as an air taxi. The world market of light helicopters is very large. The segment of light helicopters composes a half of the whole world helicopter market. In quantitative terms pistonengined helicopters are the sales leaders. This market is now actively developing and actually half of the current world fleet of these helicopters has been formed over the past few years. They are followed by turbine helicopters. Totally light piston helicopters and helicopters with one or two gas-turbine engines account for about 75% of the helicopter market. In terms of cost medium helicopters are the market leaders. Due to its high demand, high cost and relatively large number of delivered rotorcraft, medium helicopters managed to cover almost 30% of the market in terms of revenue. A rather high sales volume was noted in the category of light helicopters with two gas-turbine engines and medium-class helicopters. Piston-engined helicopters - the leader in terms of quantity - in monetary terms got about 5-6% of the market. It can be explained by low prices of these helicopters compared to other categories. However, concerning private users or small enterprises the low price of an aircraft is an advantage. Now the global demand for helicopters is declining due to a slowdown in global economic growth. In 2016 military helicopters occupied the largest share in the helicopter market. Military helicopter, which includes heavy, medium and light helicopters, held larger share in the global helicopter market in 2016. Currently approximately 9% reducing of global helicopters shipment is forecasted. According to the Honeywell research (American helicopter avionics and engines manufacturer) from 3,900 to 4,400 rotorcrafts will be delivered between 2017 and 2022. The company's forecast was lower than the previous one for 2016-2020 period, when Honeywell predicted supply of 4,300 — 4,800 rotorcrafts all over the world. The expected structure of demand has also changed. It is supposed that most of helicopters produced will be light single-engine and twinengine rotorcrafts. Their share will be approximately 68% of market. Within this segment the shares will be as follows: 48% of deliveries will be light single-engine helicopters, 33% - medium twin-engine and 18% - light two-engine helicopters. The share of heavy helicopters will account for only 1% of deliveries that is due to a decrease in demand for helicopter s in the oil and gas industry. Altogether, 31% of vehicles will be dedicated to multipurpose operations and 27% of aircrafts will be provided with a corporate cabin. 15% of new aircrafts will be used for law enforcement missions and 13% will be for medical helicopters and 13% for oil and gas operations. According to the analysis for the next five years most of new deliveries will be to Latin America, as well as to the Middle East and Africa. These regions will get 22% of new vehicles. Europe is on the third place with a market share of 21%. The Asia-Pacific region will account for 17% of all deliveries and 13% - for North America. Over the last 12 months, as noted in Honeywell, the overall flying hours have increased in the world. For example, Sikorsky has reported a 20% increase in the fleet flying hours of heavy helicopters S-92. This is partly due to the restriction inducted in April this year for running helicopters of the same category as Airbus Helicopters H225 (formerly EC225) and AS332 L2 SuperPuma. It is expected that in the future this indicator will continue to increase especially in North and Latin America but not in Europe. Experts of Honeywell decrease the forecast not for the first time. In the 2015-2019 forecast the company predicted deliveries of 4,750-5,250 aircrafts. It is noted that from 2012 till 2016 customers have received 4,100 helicopters in all. At the same time, Rolls-Royce assumed that till 2016 a total of 6,095 civil helicopters were expected to be built and the annual production of aircrafts would increase from 555 to 689 units. About 41% of civil helicopters were expected to be light single-engine helicopters and 40% - light twin-engine rotorcrafts. The adjustment taking into account the crisis showed that, according to forecasts, from 2009 till 2020 29,873 helicopters for a total of $193.7 billion can be delivered in the world. About 18,953 helicopters with gasturbine engine will be delivered for a total amount of about 188.3 billion US dollars. In 2017 the HeliValue released their Helicopter Blue Book, in which they reported the first increase in helicopter values since 2009 (for some categories). The oil market continues to have the biggest e ect on the helicopter market. The oil market is closely related to the helicopter market. The fall in oil prices slowed down the growth and in some countries even led to a decline in oil production. In the US (one of the leaders in the mining market), according to o cial data, daily oil production decrease from 9,4 million barrels in 2015 to 8,7 million barrels in 2016. In 2017 further reduction by another 8,2 million barrels is expected. The slowdown of production caused the reduction of drilling platforms. The number of new helicopter deliveries dropped by 11 percent in 2015, to 718 from 804 in 2014. That was a 21-percent drop from 2013. In 2015 light single helicopter deliveries took 62%, light twin — 17%, medium - 13%, super medium — 2% and heavy — 5%. North America continues to be the dominant market, representing a 41-percent share, followed by Europe and the CIS with 22 percent, Latin America with 10 percent, Asia and Australia and Oceania with 9 percent each, followed by Africa at 5 percent and the Middle East at 2 percent. 2% 5% Light single Light twin 13% Medium 62% Heavy 17% Super medium
Figure 2. Helicopter Deliveries in 2015
The 2017 overview of Latin America region showed that light single-engine models are currently favored there, representing almost 60 percent of their planned acquisitions, followed by intermediate and medium twin-engine platforms. In North America region also more than 75 percent of planned North American purchases were identified as light single-engine models. In the Middle East and Africa they are the second-highestmentioned platform. Excluding heavy-twin helicopters, European purchase intentions tend to favor all classes in nearly equal shares in 2017. According to the American General Aviation Manufacturers Association (GAMA) in 2016 helicopter deliveries decreased by 16.9% to 861 rotorcrafts (statistics for 2015 and 2016 do not include deliveries of Leonardo Helicopters for the IV quarter of the year as the manufacturer has not yet reported for this period). In terms of value deliveries fell down by 23.4% to $3.6 billion. According to GAMA, Airbus Helicopters has delivered about 380 aircrafts last year. The company itself has reported on the delivery of 418 boards but the manufacturer does not provide a breakdown between commercial, military and government orders from the second quarter of the year and therefore the calculation of civil aircrafts is quite di cult. Robinson Helicopter delivered 234 aircrafts in 2016 (-32.6%), Bell Helicopter - 114 vehicles (-35%), Leonardo Helicopters - 99 aircrafts (excluding IV quarter of the year).
Figure 3. Annual Helicopter Deliveries by Catigory According to IBA (International Bureau of Aviation), the largest fleet by number in the beginning of 2016 is the light single category - mainly utility helicopters — about 24,000 units. The fleet of light twin helicopters was less than 5,000 units. It is expected that in 2017 worldwide commercial helicopter sales are expected to reach just under 5 billion U.S. dollars. Civil helicopter market, which includes light, intermediate, medium, and large and heavy helicopters, is expected to witness higher growth during 2017 - 2023. The increasing demand from developing nations and increasing usage in firefighting and emergency medical services is driving the growth of civil helicopter market. In the next 10 years the fleet of western civil helicopters will increase by 11.5% - from 28,500 thousand aircrafts in 2017 to 31,770 thousand vehicles by the end of 2026. This forecast was made by specialists of Aviation Week. According to experts, during this period manufacturers will deliver helicopters on the sum of $48.8 billion. Annually the world fleet is expected to increase by 1.2%. The fleet at the largest market for helicopter manufacturers - in North America - will grow by 0.5% per year, in Europe the annual growth will be 0.8%. The geographical distribution of the world fleet will change slightly. So if today 36% of the entire helicopter fleet falls to North America, by the end of 2026 its share will decrease to 32%. The share of the European helicopter market will also decrease from 20 to 19%. It is expected that the most popular helicopters in the next decade will be light singleengine Airbus Helicopters H125, Bell-505/407 and Robinson R66 as well as medium twin-engine Agusta Westland AW139. The situation in the category of heavy helicopters will stay di cult caused by the crisis in the oil and gas industry. This will not only complicate the market access for new types of aircrafts but will also enhance competition among already existing models of helicopters. Order delays for medium and super medium aircrafts received by oil-and-gas companies will also play its role. The slippage of putting in production two types of aircrafts - helicopter Bell-525 and vertiplane AW609 — will also a ect the development of the market. In both cases the cause of delay was a fatal crash at the stage of flight testing. In the context of the upcoming growth in the world helicopter fleet experts predict an increase in demand in the field of maintenance and repair. Today the market size is estimated at $7 billion, while by the end of 2026 it will be $8.1 billion (+16%). Thus, the annual growth in this category will be about 1.7%. Most helicopter maintenance orders will come to North America (in monetary terms by the end of 2023 the amount of repair work is estimated at $2.4 billion). Device support will be the most expensive item for which about 30.1 billion dollars will be spent in the next 10 years. In October 2017 the European manufacturer Airbus Helicopters for the first time made public the long-term forecast of the world helicopter market. The report associated with the London exhibition Helitech covers a 20-year period till 2036. It follows that by this time it will be needed 21,882 new civil helicopters with a total price of 125 billion Euros globally. Most of the deliveries — 10,949 rotorcrafts (50%) — will come to the category of light single-engine helicopters (17% of the cost). The second place is for light twin-engine helicopters (5,285 vehicles, 24% of deliveries, 24% of the cost). On the third place there are medium helicopters (2,489 rotorcrafts, 11% of deliveries, 21% of the cost). On the fourth place super medium helicopters will be (1,916 vehicles, 9% of deliveries, 21% of the cost). The fifth place was assigned to heavy helicopters (1,243 rotorcrafts, 6% of deliveries, 17% of the cost). During the next 20 years the number of the world fleet of helicopters will increase almost by 50% (by 49.5%) - from 25,021 rotorcrafts in 2016 to 37,411 helicopters in 2036. Thus, 9,492 vehicles will be decommissioned, it is 37.9% of the existing fleet. More than 80% of the growth will be provided by developing countries, first of all, from the Asia- Pacific region. The fleet renewal will most actively take place in the countries with advanced economies: 65% of cases will occur when new helicopters will be put into operation instead of aged vehicles. In the countries of Asia-Pacific region the fleet will grow by 157% to about 10 thousand aircrafts. During this time 7,617 new aircrafts will be delivered to these countries. In Africa and the Middle East a fleet of helicopters will increase by 103% to almost 5 thousand aircrafts (the delivery of 2,492 new aircrafts is expected). In Latin America there will be an increase at 65% and the fleet will exceed 5 thousand aircrafts (3,082 new helicopters will be delivered). The European fleet of helicopters will increase by 17% to about 7,500 aircrafts (3,942 new aircrafts will be delivered). The number of helicopters in North America will grow by 14% to about 10 thousand vehicles (4,749 - the expected volume of deliveries). Concerning the field of application, most helicopters (39%) will be delivered for commercial use. 20% of deliveries will be for utility helicopters, 18% - for the public aviation sector, 15% - for medical aviation and 8% - for the energy sector serving. There is no data listed for Russia and CIS countries. In the report it is only stated that the number of Russian fleet in 2016 is estimated at 2,000-2,500 helicopters — it is the second place after the USA (more than 8,000 helicopters). According to the Airbus Helicopters 2017-2036 forecast announced in October 2017, 21,882 helicopters will be delivered for the next 20 years. Below there is the information of helicopter deliveries by category with the estimated average rotorcraft cost.
Тable 32. The Forecast of Helicopter Market Volume till 2036
Total price, million Average price of a Number of unit helicopter, million EUR USD Total number of commercial 21 882 125 000 helicopters 1,94 Light single-engine helicopters 10 949 21 250
5,68 Light twin-engine helicopters 5 285 30 000
10,55 Medium helicopters 2 489 26 250
13,70 Super medium helicopters 1 916 26 250
Heavy helicopters 1 243 21 250 17,10 In order to make a monetary forecast of the market under the investigation, it is necessary to determine the average cost of an ultralight helicopter which can be found on the market. Below there is a table showing the cost of a new ultralight helicopters.
Country of Passenger Price, A model of the helicopters MTOW,kg Price Currency production capacity dollar, USA
Dynali H3 EasyFlyer Sport Belgium 450 2 110 000 EUR 136 994
Mosquito XEL – RTF Canada 265 1 45 700 USD 45 700
Helisport CH-7 Kompress Italy 450 2 98 500 EUR 122 672 Charlie 2
Ch77 RANABOT Italy 500 2 164 200 EUR 204 495
Cicare CH-8 Argentina 480 2 121 500 USD 121 500
Eagle Helicycle USA 386 1 39 800 USD 39 800
Fama KISS 216M/SL Italy 450 2 230 100 EUR 286 567
Rotorfly R-30 Russia 495 2 100 000 EUR 124 540
Millennium MH-1 USA 499 1 145 000 EUR 180 583
Konner K1 Italy 450 2 300 000 EUR 373 620
LCA LH 212 Delta Italy 450 2 232 000 EUR 288 933
Sagita Sherpa Belgium 450 2 200 000 USD 200 000
Avarage 180 000
Median 160 000
Progress is underway and as an example, earlier this year Germany approved its first ultra-light helicopter: RotorSchmiede, a company division of China’s DEA General Aviation were given a ‘Permit to Fly’ by the German FAA (the LBA.) On reaching certification the VA-115 will target the global sports and leisure market; a two seat model is due to follow. Russian Light Helicopter Market Historically, light (by our standards, ultralight) helicopters were not particularly in demand in the national economy of the Soviet Union. Customized application was the driver of the development of this class of helicopters but there was no private property in the Soviet reality Among approximately 2.8 thousand helicopters registered in Russia at the end of August 2015, according to rotosport.nl, 442 of them are light Robinson helicopters of which only 7 are doubleseat R22 helicopter, the rest are four-seat piston R44 (354 units) and fiveseat gas turbine R66 (81 units). At the beginning of 2017 the Helicopters of Russia announced that they are actively developing a design of a single-engine light multipurpose helicopter with a maximum take-o weight of up to two tons. In Russia, early this year, the Micron Ultralight Helicopter was debuted at the annual air show, MAKS. This coaxial, single seat is powered by a ‘Rotax 503’ engine; the empty weight is 115kg and the Max Take-O Weight is 242kg. The baseline variant will be priced at 2.5 million rubles ($41,400). A twin seat version and an amphibious version are expected to be ready by the end of 2018. Aims are for the Micron to be used for private, personal flight, freight, surveillance and fire patrol; limited use in agriculture such as crop spraying or herding stock on the open planes is also possible. At the HeliRussia 2017 exhibition prototypes of an ultra-light helicopter of Afalina from HeliWhale, Russia was presented. Afalina is a light twin-engine twin-rotor coaxial helicopter with a tandem layout of a cabin. The helicopter is equipped with a Rotax 914 UL engine with a capacity of 115 hp. The take-o weight of the light helicopter is only 500 kg, the declared maximum speed is 250 km/h. The application of Afalina — pilot training, monitoring and patrolling, agricultural work and so on. At the MAKS-2017 aeroshow a light two-seat helicopter Orlan was presented. It was designed on the basis of the Ukrainian rotorcraft AK-1-3 with the assistance of West Ural Machine-Building Plant. Currently engineers are working on designing an engine cowl of the helicopter and, in addition, the installation of a more powerful engine in comparison with the current Subaru EJ-25 (156 hp) is being worked out. Empty weight of the helicopter is 400 kg, the maximum take-o weight is 780 kg. Cruise speed of the flight near the ground is 140 km/h, fuel tank capacity is 150 liters. The testing of the helicopter has been completed but it is decided to continue testing the vehicle in winter conditions. Currently, there is only one flying model. Price of a new helicopter will be about 10 million rubles. Today in Russia 80 airline carriers operating helicopters are registered in the commercial civil aviation registry. Among them 28 airlines operate only helicopters. 52 of them carry out the flight on airplanes and helicopters. A total of 1,047 helicopters are in operation in commercial civil aviation, of which 29 are of foreign production. 143 helicopters are in private ownership. At the same time in recent years the Russian air-transport market and the use of helicopters (mainly light and medium) is developing faster than in the world. As of October 24, 2017, according to the State Registry of Civil Aircrafts of the Russian Federation, 2,682 helicopters were registered in Russia, 553 of them are light helicopters (4th class - up to 2 tons according to FAP classification).
Figure 4. The Classification by Category of Helicopters Registered in Russia
28% 1% 1% 3 200-20 000 kg – medium 1806 750-3 200 kg – light 760 28% more than 20 000 кг – heavy 70
67% a model is unknown 24 495-750 кг - very light 19 up to 495 кг – ultralight 3 Table 34. The number of Helicopters Registered in Russia ( 4th Class - up to 2 Tons According to Fap Classification)
A model of the helicopter MTOW,kg Number of unit
Москит СЕ (MOSQUITO XE) 278 2 DYNALI H2S 700 4
RotorWay Exec 162F 680 1
Robinson R44 (R-44-II; R-44 Astro; Р-44А) 1089 (1134) 347
Robinson R66 1225 107
Rotorway A600 Talon 680 1
RotorWay Scorpion 544 1
Safari 748 2
Orlan 780 1
Rotorfly R - 30 490 1
АК1 650 1
Schweizer 300CB 794 1
Robinson R - 22 635 6
RUMAS 10 750 1
Schweizer 269 930 2
A-131 650 2
Hughes - 269A 930 1
Mi - 34 1450 4
EC 120 B 1700 28
F28 Falcon 1179 2
Bell - 206B 1450 9
Agusta 1519 4
Bell 47 1066 1
Alouette II 1600 1
Gazelle SA - 341 G 1800 17
UH 12 Raven 1497 1 Hughes 369E (MD 500 1300 2
Bell 206 L3 1928 1
Sikorsky S - 522 1218 1
Total: 553
From the table above we can see that currently only 3 helicopters with MTOW up to 500 kg have been registered in the Russian Federation.
Summary and Conclusions In general, light helicopters are in demand on the international market as they have good flight performance, maneuverability combined with a relatively a ordable price and the possibility of multipurpose use. Today the most widespread models of light helicopters (MTOW up to 1000 kg) are Robinson R22.
Currently, global demand for helicopter equipment is declining which is due to both a general slowdown in economic growth and the situation on the oil market. On the other hand, experts from several profiled companies forecast an increase in the fleet of helicopters on average by 1.2% per year over the next several years. It may also be related with the need to update the helicopter fleet (now the average age of helicopters around the world is more than 20 years, approximately 25-35 years). There are still very few ultra light helicopters (MTOW up to 500 kg) registered in Russia, according to the latest data, there are only 3 helicopters. The data of international statistics are di cult to identify since there are no statistics on registered light helicopters globally. For example, according to the requirements of the US aviation agency FAA, single-seat helicopters with weight not more than 115 kg (class Ultralight, Part 103) are allowed for limited use without a certificate and registration and the pilot does not even need to have a license to manage it. In Russia all helicopters are subject to registration in the State Registry of Civil Aircrafts of the Russian Federation. The Ultralight Helicopter industry is a vibrant mixture of communities. The largest being the private, recreational sector it is where the majority or owners and enthusiast stem from. The desire for manufacturing equipment fit for commercial use and sustainability is not far away. The greatest areas for growth are in the educational, helicopter flight training area. This is somewhere that twin seat ultralight helicopters could really take hold. The introductory, elimentary flight training level is somewhere that needs approach. It would be significantly cheaper to operate an introductionary level course and one that many more could a ord. In summary getting more involved in aviation is a great goal and one that becomes greatly more achievable by making it available to more: ultralight helicopters goes part way towards achieving this goal. Commercial helicopter flying can benefit enourmously from the choice and option that ultralight helicopters o ers. There is room out there for a more organised business approach and mind, to capture the market. Based on the analysis and information collected we have made the following forecast of ultralight helicopter market till 2036 (optimistic and pessimistic).
Average price of a Ultra light helicopter Number of units Market volume, Annual fleet helicopter, USD million USD increase, unit
High Market Forecast 5 000 160 000 800 250 Soft Market Forecast 3 000 160 000 480 150
Table 35. The Forecast of Helicopter’s Market Volume till 2036 In our opinion with the optimistic development of ultralight helicopters market, an annual fleet increase of this class will be about 250 helicopters. Taking into account the median unit cost of 160,000 dollars market volume could reach 800 million US dollars till 2036. Regarding a pessimistic forecast, we expect an ultralight helicopters fleet increase by 150 units annually and respectively 480 million dollars in 20 years. The main factor the market growth depends on is a progress in ultralight helicopters certification for commercial use globally. So in a case of wide adoption of ultralight helicopters for commercial purposes, they could take up to 50% of light single-engine helicopters market for their lower price and operation cost. 7. Project roadmap
2001 – start of production of airplane Nestling 21. 2004 – start of development of the design documentation for the helicopter. 2006 – first flights of the test model of the helicopter R-30. 2009 – testing and obtaining licenses. 2012 – release of 7 production models (aircraft), selling of aircraft R-34. 2017 – creation of the Experimental Design Bureau and development of civil helicopter models / automatic pilot system. 2018 – conduc on of Token Sale. Currently we are at the stage of performing Token Sale, which will allow us to create mass produc on. 2019 – creation of series production. 2019 – selling of the first models throughout the world. 2019 - 2020 – realization of a taxi in Indonesia, Europe, China, the USA. 2020 – recourse to IPO to NASDAQ, obtaining of all required licenses, exchange of Tokens for the Company’s shares. 2021 – service and dealer centers all over the world.
8. Project team
Alexander Kosachev Founder. CEO. Graduated from the Ufa State Aviation Technical University. Has working experience in the fuel and energy sector. More than 15 years leads small and medium-sized businesses. Has experience in organizing international sales, including markets in Europe and Asia. The founder and head of the company for the production of ultra-light aircraft. Daria Volkova Co-founder, head of marketing. Graduated from the Peoples' Friendship University in 2011. More than 7 years of experience in the field of advertising and marketing. The main specialization is digital marketing, analytics and creativity. Responsible for the integrated promotion of aircraft in the domestic and foreign markets. Sergey Mikryukov Founder. Technical Director. Education: Voroshilovgrad Higher Military Aviation School of navigators; Y.A. Gagarin Air Force Academy; Military Academy of the General Sta of the Armed Forces of the Russian Federation. More than 30 years in the Armed Forces of the Russian Federation, more than 10 years of experience in the management of a number of large aviation enterprises in Russia. He was awarded the Orders "For military service" and the medal "For Valiant Labor" Boris Podnebesnov Project Manager of Helicopter R-33. Responsible for the development and refinement of a design of a helicopter, new perspective developments. Work experience in the aviation industry for more than 42 years. Has passed the way from the designer to the head of the design department, working in several helicopter companies. Has a number of copyright certificates and registered patents. Boris Gubarev Chief Designer. Honored Designer of the Russian Federation, Candidate of Technical Sciences. The total length of service in the field of aircraft and helicopter construction is more than 40 years. The author of more than 50 patents for inventions. Project manager and chief designer of a number of civil and military helicopters. Specialization: project management, the general layout of aircraft, the search for new technical solutions, the creation of the concept of an aircraft. Alexander Mikhailov Specialist in highly responsible products. Professional specialization - development of the helicopter carrier system (author of more than 10 inventions). More than 40 years of work in major aviation design bureaus of Russia. Participant in the development of 7 models of helicopters. Yuriy Neganov Production manager. Business profile: automation of production and robotics. Is an expert in the field of additive production technologies, 3D modeling and prototyping. Responsible for organizing and launching a full production cycle.
Rev Heghai Leading designer. Honored Designer of the Russian Federation. Professional specialization - helicopter control system, chassis design. More than 40 years of work in leading aircraft design bureaus of Russia. The author of 5 inventions on the helicopter control system and chassis harvesting mechanisms. The developer of 8 helicopter models.
Denis Gubarev Head of the Design Bureau. Professional specialization: aerodynamics of a helicopter, certification of aviation equipment. More than 15 years in the field of aircraft and helicopter construction. The last 6 years is engaged in the certification of helicopter equipment.
Sergey Tanygin Head of the direction of production automation systems, programmer. Business profile - programming and developing solutions for industrial systems. Work experience more than 15 years. The last 3 years he has been engaged in the design and development of Blockchain systems, fault- tolerant systems - large data processing systems, writing of smart contracts. Consultants
Alexander Onikienko ICO expert and investor. The owner of the digital agency "Zapuskator." Experience more than 10 years in marketing in Russia, the United States and Asia. Expert in ICO Banch and International Blockchain Experts Association. Viktor Belov Owner of «BelovLab», the creator of more than 100 smart contracts. Partner in Cryptoindex - invest company.
Dmitry Kulikov More than 6 years of consulting families in the field of investment citizenship and asset management. Manager of the Closed Trust Fund in London. Founder and CEO of St. Gallen - finance boutique
Ilya Khanykov Financial sector executive turned high-tech entrepreneur with experience in internet, agtech, biotech and aviation.
Nik Bezhko CreativeRussia founder, community building, creative direction, web-design and development.
Toomas Allmere Multifaceted finance executive with more than 25 years of experience across a diverse set of industries. Adept at ICO (ITL) and blockchain technology. ICObench.com expert.
Roman Kozlovski Renders services of legal consulting from private clients before comprehensive legal support of business, also participation in the negotiations of the parties held transactions is responsible for interaction with public authorities 9. Token Sale structure
Token Sale will be carried out on the IAM (Institute of Asset Management) Token Distribution platform, located at the address https://imaero.io In general, the process of obtaining IAM tokens looks like this: 1. The participant of the Token Sale shall determine the participation stage and the amount of ETH (Ethereum) that he is ready to exchange for IAM tokens. 2. A Token Sale participant sends a certain amount of ETH to the smart contract of the Token Sale. 3. The smart contract automatically distributes the tokens among the participants of the current stage according to the cost of the token set at the current stage. 4. After the tokens are received, the participant of the token may use them at his own discretion. Restrictions for Token Sale
Admission to participate in the sale of tokens + compliance with the principles of KYC / AML. Based on the consultations conducted with legal experts, the IAM will sell its tokens in full compliance with the rules and regulations related to the KYC-identification (‘know your buyer’) in all jurisdictions. The IAM will collect and store personal data of its customers, as well as verify their identity. In addition, the IAM adheres to the global AML (Anti Money Laundering) rules and regulations and will conduct a token buyer audit in accordance with the o cial policy. Advantages for the token buyers - All tokens are o ered at a discount to their present cost, depending on the time of purchase, buyers will receive a discount on the token from 42% to 7%. - All tokens buyers will be able to pay for the goods with tokens at a discounted price and exchange them for products. - Annual buyout of tokens from the market. - Exchange of tokens on the exchange at a growing rate due to the increase in the volume of orders and growth of the company's capitalization. The rate will grow, as all first buyers will be able to purchase products only for the Company’s tokens during the first 6 months. Targets of Token Sale
Soft Cap 1.0 Soft Cap 1.1 Soft Cap 1.2 Hard Cap
5 700 000 $ 11 800 000 $ 21 400 000 $ 44 362 000 $
Creation of serial Creation of serial production, Creation of serial production production, more more than 200 vehicles per Maximum production of 50 vehicles per year than 100 vehicles per year year and opening capacity and opening of of dealer centers in Europe dealer centers in Europe, Canada, USA, China and other countries
Token Sale Rounds
48 hours Round A Round B Round С Round D Pre-Sale
-42%discount -33%discount -24%discount -11.7%discount -7%discount 1 IAM = 0.58 $ 1 IAM = 0.67 $ 1 IAM = 0.76 $ 1 IAM = 0.88 $ 1 IAM = 0.93 $
Start after Start after Start after Start after Pre-Sale Pre-Sale Round A Round B Round C
1,000,000 IAM 1,500,000 IAM 3,000,000 IAM 9,000,000 IAM 35,000,000 IAM
Launch of series production and helicopter taxi services around the world. More than $1,000,000 will be spent to solve the problems of Clean Water Logistics in Africa (the delivery there of a helicopter at the cost of the company), as well as to other regions where transport accessibility remains low.
Draft on funds Distribution of the collected funds: 60% - production, 10% - marketing; 10% - dealer centers, 10% - creation of Aerial Taxi, 7% - administrative expenditures, 3% - implementation of the blockchain. The minimum investment threshold is not defined. If the amount is not collected, the token is closed and enters the exchange at the price of the IAM = $1.5. Technical aspects of a token Name of the token - I am Aero Token taker - the IAM Token type - Utility Quantity of tokens – 70,000,000 Cost - 1$ Platform - Ethereum Token standard - ERC 20 Emission – additional emission of this type of tokens is not provided.
Token economy The liquidity and usefulness of the IAM will be provided by the possibility of using it on the IAM platform as payment for various goods and services. We draw attention to the fact that the IAM is a token of the product (utility) and does not provide the opportunity for its holders to participate in dividing the Company's profits, is not an asset of the Company and does not guarantee any profit to the holders if they do not pursue this goal on their own. The IAM is created to support the processes of the IAM product, as well as its partners. As the project develops, the Company's revenue and production capacity will constantly grow. It is assumed that this will contribute to the growth of the cost of the distributed IAM tokens. Acquisition, ownership, receipt, or possession of the IAM tokens shall not transfer any direct or implied rights other than the right to use these tokens to participate, perform interactions or transactions in the IAM ecosystem if it is successfully completed and started. In particular, tokens shall not represent and shall not create ownership rights, share ownership or shareholding, shall not provide guarantees or equivalent rights, as well as any rights to receive future income, intellectual property rights and any other forms of participation in the IAM and its corporate partners in addition to the rights related to the provision and receipt of services from the IAM subject to the restrictions and conditions set forth in the Terms and Conditions for the sale of the tokens. Tokens are not planned to be used as a digital currency, a security, a commodity or a financial instrument of any kind.
Model of the token cost growth Tokens exchanged for products and bought back from the market will burn automatically. The deficit of tokens and the ability to buy products for tokens with certain benefits during the first year can potentially a ect the growth in the cost of tokens. The more demanded the products are and the more demand it has all over the world, the more expensive the token becomes, since the demand for it grows. Advantages for early tokens owners Early owners of tokens get the opportunity to sell the project's tokens 6 months after the end of the Token Sale Token buyout Buyback transaction of the IAM tokens will begin 1 year after the end of the Token Sale. Annual buyback of tokens will be 20%, but not less than 20% of the Company's profits from the total number of the tokens issued. 10. Jurisdic on
Luxembourg Luxembourg is the leader in promoting the innovative use of blockchain technologies. This is the first EU country that has received license for the exchange of Bitcoins and approving licenses from payment institutions for the production of cryptocurrency and the system of their exchange in the European Union. The competent authority on this issue is CSSF. This Luxembourg body still does not have an o cial position regarding the Token Sale or the investment funds working with virtual currency. Financial service providers, including some organizations that issue or use cryptocurrency, that operate in the financial sector, are under the supervision of the CSSF and are required to obtain permission from the Minister of Finance. Luxembourg is one of the world jurisdictions most favorably disposed to new fintechcompanies. The list of the registered banks in Luxembourg consists of 144 names. More than 50 private investment companies established headquarters in Luxembourg, according to a report by the consulting company PWC. It was in Luxembourg that the blockchain companies BitPesa, SnapSwap, Fundsquare, Scorechain were registered. In 2014, when Russia began to discuss the prohibition of Bitcoins, the Financial Sector Supervision Commission (CSSF), the state financial regulator of Luxembourg, published a statement in which it invited cryptocurrency companies to cooperate. Luxembourg is beneficial for companies and the tax regime. Luxembourg has the lowest standard VAT rate in Europe. 11. Contacts
For more data, if interested, please contact our representatives or designers. Our telegram channels and social media:
https://www.facebook.com/ico.iamaero/ https://www.reddit.com/user/ImaeroICO https://twitter.com/iamaeroico The channel in the telegram: https://t.me/iamaeroico Chat: https://t.me/iamaeroicochat CEO IAM AERO: @kosachev_as
Reference links and materials
https://www.kommersant.ru/doc/2802580 https://therunet.com/articles/28318 IBA (International Bureau of Aviation) https://www.prnewswire.com/news-releases/global-helicopters-market-size-sharedevelopment -growth-and-demand-forecast-to-2023---industry-insight-by-type300534288.html; https://www.easa.europa.eu/document-library/certification-specifications; http://docs.cntd.ru/document/902012160; https://www.mintrans.ru/upload/iblock/6e6/federal_rules_07.05.05.pdf; http://docs.cntd.ru/document/9040995; http://www.iba.aero; http://www.helicopterinvestor.com/articles/market-perspective-helicopter-values-2017- 711/; https://www.honeywell.com/newsroom/pressreleases/2017/03/honeywell-forecasts-3900- to4400-global-helicopter-deliveries-over-next-five-years; http://www.ato.ru/content/airbus-helicopters-vpervye-opublikoval-prognoz-mirovogovertoletnogo-rynka; https://tvzvezda.ru/news/opk/content/201704170923-q64b.htm; http://www.favt.ru/opendata/7714549744-gosreestrgvs/; http://www.ato.ru/content/dvuhmestnyy-orlan.