Enabling Technologies for Personal Air Transport Systems1
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Jay Carter, Founder &
CARTER AVIATION TECHNOLOGIES An Aerospace Research & Development Company Jay Carter, Founder & CEO CAFE Electric Aircraft Symposium www.CarterCopters.com July 23rd, 2017 Wichita©2015 CARTER AVIATIONFalls, TECHNOLOGIES,Texas LLC SR/C is a trademark of Carter Aviation Technologies, LLC1 A History of Innovation Built first gyros while still in college with father’s guidance Led to job with Bell Research & Development Steam car built by Jay and his father First car to meet original 1977 emission standards Could make a cold startup & then drive away in less than 30 seconds Founded Carter Wind Energy in 1976 Installed wind turbines from Hawaii to United Kingdom to 300 miles north of the Arctic Circle One of only two U.S. manufacturers to survive the mid ‘80s industry decline ©2015 CARTER AVIATION TECHNOLOGIES, LLC 2 SR/C™ Technology Progression 2013-2014 DARPA TERN Won contract over 5 majors 2009 License Agreement with AAI, Multiple Military Concepts 2011 2017 2nd Gen First Flight Find a Manufacturing Later Demonstrated Partner and Begin 2005 L/D of 12+ Commercial Development 1998 1 st Gen 1st Gen L/D of 7.0 First flight 1994 - 1997 Analysis & Component Testing 22 years, 22 patents + 5 pending 1994 Company 11 key technical challenges overcome founded Proven technology with real flight test ©2015 CARTER AVIATION TECHNOLOGIES, LLC 3 SR/C™ Technology Progression Quiet Jump Takeoff & Flyover at 600 ft agl Video also available on YouTube: https://www.youtube.com/watch?v=_VxOC7xtfRM ©2015 CARTER AVIATION TECHNOLOGIES, LLC 4 SR/C vs. Fixed Wing • SR/C rotor very low drag by being slowed Profile HP vs. -
Assessment of a Fuel Cell Powered Air Taxi in Urban Flight Conditions
Assessment of a Fuel Cell Powered Air Taxi in Urban Flight Conditions M. Husemann1, C. Glaser2, E. Stumpf3 Institute of Aerospace Systems (ILR), RWTH Aachen University, 52062 Aachen, Germany This paper presents a first estimation of potential impacts on the flight operations of small air taxis in urban areas using a fuel cell instead of a battery as an energy resource. The expanding application of electric components is seen as a possibility to reduce operating costs and environmental impacts in the form of noise and pollutant emissions due to lower consumption of fossil fuels. The majority of such designs have so far been based on the use of (not yet) sufficiently efficient batteries. Long charging times, possible overheating or a limited service life in the form of limited charging cycles pose a challenge to the development of such aircraft. Parameter studies are conducted to identify possible advantages of using a fuel cell. In particular, the range and payload capacity ist investigated and first effects on the cost structure will be presented. The evaluation of the studies shows that the use of fuel cells enables significantly longer ranges than the use of batteries. In addition, the range potential gained can be used, for example, to transport more payload over the same distance. Furthermore, the technological maturity in the form of the individual energy density and the weight of the powertrain unit has a significant effect on the cost structure. Fuel cells therefore have a high potential for applications in the mobility sector, but still require extensive research efforts. I. Introduction Increasing traffic volume due to advanced technologies and growing mobility demand often leads to heavy traffic and circumstantial routing, especially in metropolitan areas. -
System of Systems Modeling for Personal Air Vehicles
9th AIAA/ISSMO Symposium on Multidisciplinary Analysis and Optimization AIAA 2002-5620 4-6 September 2002, Atlanta, Georgia SYSTEM -OF -SYSTEMS MO DELING FOR PERSONAL AIR VEHICLES Daniel DeLaurentis, Taewoo Kang, Choongiap Lim, Dimitri Mavris, Daniel Schrage Aerospace Systems Design Laboratory (ASDL) School of Aerospace Engineering Georgia Institute of Technology, Atlanta, GA 30332 http://www.asdl.gatech.edu Abstract Introduction On -going research is described in this paper System -of -systems problems contain multiple, concerning the development of a methodology for interacting, non -homogeneous functional elements, each adaptable system studies of future transportation of which may be represented as traditional systems solutions based upon personal air vehicles. Two themselves. This collection often exists within multiple challenges in this resea rch are presented. The hierarchies and is not packaged in a physical unit. Thus, challenge of deriving requirements for revolutionary according to this preliminary definition, an aircraft is a transportation concepts is a difficult one, due to the system while a network of personal aircraft operated fact that future transportation system infrastructure collaboratively with ground systems for improved and market economics are inter -related (and transportation is a system -of -systems. In such a probl em, uncertain) parts of the eq uation. Thus, there is a need for example, there are multiple, distinct vehicle types, for a macroscopic transportation model, and such a ground and air control networks, economic drivers, etc. task is well suited for the field of techniques known The increase in complexity brought by system -of - as system dynamics. The determination and system problems challenges the current state -of -the -art in visualization of the benefits of proposed personal air conceptual design methods. -
Remote ID NPRM Maps out UAS Airspace Integration Plans by Charles Alcock
PUBLICATIONS Vol.49 | No.2 $9.00 FEBRUARY 2020 | ainonline.com « Joby Aviation’s S4 eVTOL aircraft took a leap forward in the race to launch commercial service with a January 15 announcement of $590 million in new investment from a group led by Japanese car maker Toyota. Joby says it will have the piloted S4 flying as part of the Uber Air air taxi network in early adopter cities before the end of 2023, but it will surely take far longer to get clearance for autonomous eVTOL operations. (Full story on page 8) People HAI’s new president takes the reins page 14 Safety 2019 was a bad year for Part 91 page 12 Part 135 FAA has stern words for BlackBird page 22 Remote ID NPRM maps out UAS airspace integration plans by Charles Alcock Stakeholders have until March 2 to com- in planned urban air mobility applications. Read Our SPECIAL REPORT ment on proposed rules intended to provide The final rule resulting from NPRM FAA- a framework for integrating unmanned air- 2019-100 is expected to require remote craft systems (UAS) into the U.S. National identification for the majority of UAS, with Airspace System. On New Year’s Eve, the exceptions to be made for some amateur- EFB Hardware Federal Aviation Administration (FAA) pub- built UAS, aircraft operated by the U.S. gov- When it comes to electronic flight lished its long-awaited notice of proposed ernment, and UAS weighing less than 0.55 bags, (EFBs), most attention focuses on rulemaking (NPRM) for remote identifica- pounds. -
SP's Airbuz June-July, 2011
SP’s 100.00 (INDIA-BASED BUYER ONLY) ` An Exclusive Magazine on Civil A viation from India www.spsairbuz.net June-July, 2011 green engines INTERVIEW: PRATT & WHITNEY SLEEP ATTACK GENERAL AviatiON SHOW REPOrt: EBACE 2011 AN SP GUIDE PUBLICATION RNI NUMBER: DELENG/2008/24198 47 Years of Excellence Personified 6 Aesthetically Noteworthy Publications 2.2 Million Thought-Provoking Releases 25 Million Expert Reports Voicing Industry Concerns …. aspiring beyond excellence. www.spguidepublications.com InsideAdvt A4.indd back Cover_Home second option.indd ad black.indd 1 1 4/30/201017/02/11 1:12:15 11:40 PM AM Fifty percent quieter on-wing. A 75 percent smaller noise footprint on the ground. The Pratt & Whitney PurePower® Geared Turbofan™ engine can easily surpass the most stringent noise regulations. And because it also cuts NOx emissions and reduces CO2 emissions by 3,000 tons per aircraft per year, you can practically hear airlines, airframers and the rest of the planet roar in uncompromising approval. Learn more at PurePowerEngines.com. It’s in our power.™ Compromise_SPs Air Buzz.indd 1 5/9/11 4:05 PM Client: Pratt & Whitney Commercial Engines Ad Title: PurePower - Compromise Publication: SP’s Air Buzz Trim: 210 mm x 267 mm • Bleed: 220 mm x 277 mm • Live: 180 mm x 226 mm Table of Contents SP’s An Exclusive Magazine on Civil A viation from India www.spsairbuz.net May-June, 2011 Cover: 100.00 (INDIA-BASED BUYER ONLY) Airlines have been investing green ` heavily in fuel-efficient engines INTERVIEW: PRATT & WHITNEY SLEEP ATTACK Technology -
Over Thirty Years After the Wright Brothers
ver thirty years after the Wright Brothers absolutely right in terms of a so-called “pure” helicop- attained powered, heavier-than-air, fixed-wing ter. However, the quest for speed in rotary-wing flight Oflight in the United States, Germany astounded drove designers to consider another option: the com- the world in 1936 with demonstrations of the vertical pound helicopter. flight capabilities of the side-by-side rotor Focke Fw 61, The definition of a “compound helicopter” is open to which eclipsed all previous attempts at controlled verti- debate (see sidebar). Although many contend that aug- cal flight. However, even its overall performance was mented forward propulsion is all that is necessary to modest, particularly with regards to forward speed. Even place a helicopter in the “compound” category, others after Igor Sikorsky perfected the now-classic configura- insist that it need only possess some form of augment- tion of a large single main rotor and a smaller anti- ed lift, or that it must have both. Focusing on what torque tail rotor a few years later, speed was still limited could be called “propulsive compounds,” the following in comparison to that of the helicopter’s fixed-wing pages provide a broad overview of the different helicop- brethren. Although Sikorsky’s basic design withstood ters that have been flown over the years with some sort the test of time and became the dominant helicopter of auxiliary propulsion unit: one or more propellers or configuration worldwide (approximately 95% today), jet engines. This survey also gives a brief look at the all helicopters currently in service suffer from one pri- ways in which different manufacturers have chosen to mary limitation: the inability to achieve forward speeds approach the problem of increased forward speed while much greater than 200 kt (230 mph). -
Treball Final De Grau
TREBALL FINAL DE GRAU TÍTOL DEL TFG: Air taxi transportation infrastructures in Barcelona TITULACIÓ: Grau en Enginyeria d’Aeronavegació AUTOR: Alexandru Nicorici Ionut DIRECTOR: José Antonio Castán Ponz DATA: 19 de juny del 2020 Títol: Air taxi transportation infrastructures in Barcelona Autor: Alexandru Nicorici Ionut Director: José Antonio Castán Ponz Data: 19 de juny del 2020 Resum El següent projecte parteix de la visió d’un futur on la mobilitat urbana es reparteix també al medi aèri. A partir d’aquesta premissa, s’escull el dron de passatgers com a mitjà de transport i es busca adaptar tot un sistema infrastructural per al vehicle autònom dins el perímetre d’una ciutat, Barcelona. En un inici, la primera pregunta a respondre és: permet la normativa actual l’ús de drons de passatgers autònoms en zones urbanes? Tant les regulacions europees com les nacionals espanyoles han estat estudiades i resumides per determinar que sí es permeten operacions amb aquest tipus de vehicles i es preveu la seva integració dintre de l’aviació civil. Seguidament, un estudi de mercat de taxi drons és realitzat amb l’objectiu d’esbrinar si la tecnologia d’avui dia permet operar a paràmetres òptims i oferir el servei de taxi d’una manera completament segura i satisfactòria per al client. Prototips en fase de test i actualment funcionals han estat analitzats; per finalment, elegir un d’aquest últims com a candidat apte per al transport de persones dins la capital catalana. Un cop es té el vehicle de transport, cal mirar si la pròpia ciutat ofereix garanties d’èxit per aquest servei de transport aeri. -
Technical University of Munich Professorship for Modeling Spatial Mobility
Technical University of Munich Professorship for Modeling Spatial Mobility ENVIRONMENTAL EVALUATION OF URBAN AIR MOBILITY OPERATION Author: ALONA PUKHOVA Supervised by: Prof. Dr.-Ing. Rolf Moeckel (TUM) M. Sc. Raoul Rothfeld (Bauhaus Luftfahrt e.V.) 24.04.2019 Contents Abstract iv Acknowledgements v Acronym List vi 1 Introduction 1 1.1 Urban Air Mobility . 1 1.2 Advent of electric mobility and current state of the technology . 2 1.3 The impact of transportation on environment . 6 1.4 Research questions . 8 2 Literature Review 9 2.1 Emission modelling tools, emission factor . 9 2.2 Environmental evaluation of conventional transportation . 11 2.3 Effect of electrification in transportation on the environment . 13 2.3.1 Conventional and electric cars . 13 2.3.2 Electric Buses . 16 2.3.3 Electric bikes and scooters . 17 2.4 Air vehicle types and characteristics . 19 2.5 Source and composition of electricity . 26 i 3 Methodology 30 3.1 MATSim and UAM Extension . 30 3.2 Munich City Scenario . 31 3.2.1 Status quo (baseline) . 33 3.2.2 UAM integration . 33 3.3 Emission Calculation . 35 3.3.1 Electricity Mix . 37 3.3.2 Air Vehicle . 39 3.3.3 Conventional and electric cars . 41 3.3.4 Bus . 42 3.3.5 Tram . 44 3.3.6 U-Bahn (Underground Train) . 45 3.3.7 Sub-Urban and Regional Trains . 46 4 Results 49 4.1 Baseline Scenario . 49 4.2 Urban Air Vehicle . 51 4.3 UAM Scenario . 55 4.4 Comparison of BaU and UAM Scenarios . -
České Vysoké Učení Technické V Praze Fakulta Dopravní
ČESKÉ VYSOKÉ UČENÍ TECHNICKÉ V PRAZE FAKULTA DOPRAVNÍ DIPLOMOVÁ PRÁCE 2016 Bc. Veronika KOČOVÁ ČESKÉ VYSOKÉ UČENÍ TECHNICKÉ V PRAZE FAKULTA DOPRAVNÍ Veronika Kočová STUDIE REALIZOVATELNOSTI KOMBINOVANÉHO DOPRAVNÍHO PROSTŘEDKU AUTOMOBIL/LETADLO Diplomová práce 2016 Prohlášení Prohlašuji, ţe jsem předloţenou práci vypracovala samostatně a ţe jsem uvedla veškeré pouţité informační zdroje v souladu s Metodickým pokynem o etické přípravě vysokoškolských závěrečných prací. Nemám závaţný důvod proti uţívání tohoto školního díla ve smyslu § 60 Zákona č.121/2000 Sb. o právu autorském, o právech souvisejících s právem autorským a o změně některých zákonů (autorský zákon). V Praze dne 25. listopadu 2015 ……………………………………. Veronika Kočová 2 Poděkování Ráda bych na tomto místě poděkovala všem, kteří mi poskytli podklady pro vypracování této práce. Děkuji Ing. Martinovi Novákovi, Ph.D. a Ing. Robertu Theinerovi, Ph.D. za odborné vedení a cenné připomínky, kterými přispěli k vypracování mé diplomové práce. Zvláště bych ráda poděkovala Ing. Janu Šimůnkovi za odborné konzultace a rady. 3 ČESKÉ VYSOKÉ UČENÍ TECHNICKÉ V PRAZE Fakulta dopravní STUDIE REALIZOVATELNOSTI KOMBINOVANÉHO DOPRAVNÍHO PROSTŘEDKU AUTOMOBIL/LETADLO diplomová práce leden 2016 Veronika Kočová Abstrakt Tématem této diplomové práce je Studie realizovatelnosti kombinovaného dopravního prostředku automobil/letadlo. Práce definuje konkrétní projekt Air car city a určuje základní technické podmínky a poţadavky v České republice pro schválení všech jeho částí. Součástí práce je zjištění statistických údajů o autoletadlech obecně z hlediska času, ceny a názoru veřejnosti. Klíčová slova: Autoletadlo, Air car city, letoun, vozidlo, miniautomobil Abstract The theme of this thesis is to study the feasibility of a combined transport car / plane. The work defines a specific project Air car city and determines the basic technical conditions and requirements in the Czech Republic for approval of its parts. -
The the Roadable Aircraft Story
www.PDHcenter.com www.PDHonline.org Table of Contents What Next, Slide/s Part Description Flying Cars? 1N/ATitle 2 N/A Table of Contents 3~53 1 The Holy Grail 54~101 2 Learning to Fly The 102~155 3 The Challenge 156~194 4 Two Types Roadable 195~317 5 One Way or Another 318~427 6 Between the Wars Aircraft 428~456 7 The War Years 457~572 8 Post-War Story 573~636 9 Back to the Future 1 637~750 10 Next Generation 2 Part 1 Exceeding the Grasp The Holy Grail 3 4 “Ah, but a man’s reach should exceed his grasp, or what’s a heaven f?for? Robert Browning, Poet Above: caption: “The Cars of Tomorrow - 1958 Pontiac” Left: a “Flying Auto,” as featured on the 5 cover of Mechanics and Handi- 6 craft magazine, January 1937 © J.M. Syken 1 www.PDHcenter.com www.PDHonline.org Above: for decades, people have dreamed of flying cars. This con- ceptual design appeared in a ca. 1950s issue of Popular Mechanics The Future That Never Was magazine Left: cover of the Dec. 1947 issue of the French magazine Sciences et Techniques Pour Tous featur- ing GM’s “RocAtomic” Hovercar: “Powered by atomic energy, this vehicle has no wheels and floats a few centimeters above the road.” Designers of flying cars borrowed freely from this image; from 7 the giant nacelles and tail 8 fins to the bubble canopy. Tekhnika Molodezhi (“Tech- nology for the Youth”) is a Russian monthly science ma- gazine that’s been published since 1933. -
Session a – Tuesday Morning, May 5 – 8:00 A.M. – 12 Noon Aerodynamics I Aircraft Design I Crash Safety I Dynamics I Paper # 1 – 8:00 – 8:30 A.M
Session A – Tuesday Morning, May 5 – 8:00 a.m. – 12 noon Aerodynamics I Aircraft Design I Crash Safety I Dynamics I Paper # 1 – 8:00 – 8:30 a.m. Paper # 1 – 8:00 – 8:30 a.m. Paper # 1 – 8:00 – 8:30 a.m. Paper # 1 – 8:00 – 8:30 a.m. Navier-Stokes Assessment of Systematic Analysis of Rotor Evaluation of the Second Investigation of Whirl Flutter Test Facility Effects on Hover Blade Effective Twist Due to Transport Rotorcraft Airframe Stabilization using Active Performance (48) Planform Variation (76) Crash Testbed (TRACT 2) Full Trailing Edge Flaps (62) Neal Chaderjian and Jasim Fu-Shang (John) Wei, Central Scale Crash Test (73) Tobias Richter, Tobias Rath and Ahmad, NASA Ames Research Connecticut State U. and David Martin Annett, NASA Langley Walter Fichter, University of Center A. Peters, Washington Research Center Stuttgart; Oliver Oberinger, Paper # 2– 8:30 – 9:00 a.m. University, St Louis Paper # 2– 8:30 – 9:00 a.m. Technical University of Munich Comparing Numerical and Paper # 2– 8:30 – 9:00 a.m. Rotocraft Troop Seat with Paper # 2– 8:30 – 9:00 a.m. Experimental Results for Drag Development of Rotor Selectable Energy Absorber Effects of 2/rev Trailing Edge Reduction by Active Flow Structural Design Optimization System – Design & Test (145) Flap Input on Helicopter Control Applied to a Generic Framework for Compound Stanley Desjardins and Leda Vibrations for Modular Multi- Rotorcraft Fuselage (59) Rotorcraft with a Lift Offset (53) Belden, Safe Inc.; Lance Labun, Objective Active Rotor Control Caroline Lienard and Arnaud Le SangJoon Shin and YooJin Kang, Labun, LLC; Jin Woodhouse, US (56) Pape, ONERA; Norman W. -
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration Matthew W. Floros Wayne Johnson Raytheon ITSS Army/NASA Rotorcraft Division Moffett Field, California NASA Ames Research Center Moffett Field, California The calculated performance of a slowed-rotor compound aircraft, particularly at high flight speeds, is exam- ined. Correlation of calculated and measured performance is presented for a NASA Langley high advance ratio test and the McDonnell XV-1 demonstrator to establish the capability to model rotors in such flight conditions. The predicted performance of a slowed-rotor vehicle model based on the CarterCopter Technology Demonstra- tor is examined in detail. An isolated rotor model and a model of a rotor and wing are considered. Three tip speeds and a range of collective pitch settings are investigated. A tip Mach number of 0.2 and zero collective pitch are found to be the optimum condition to minimize rotor drag. Performance is examined for both sea level and cruise altitude conditions. Nomenclature Much work has been focused on tilt rotor aircraft; both military and civilian tilt rotors are currently in development. But other configurations may provide comparable benefits to CT thrust coefficient tilt rotors in terms of range and speed. Two such configura- CQ torque coefficient tions are the compound helicopter and the autogyro. These CH longitudinal inplane force coefficient configurations provide STOL or VTOL capability, but are ca- D drag pable of higher speeds than a conventional helicopter because L lift the rotor does not provide the propulsive force or at high MTIP tip Mach number speed, the vehicle lift. The drawback is that redundant lift VT tip speed and/or propulsion add weight and drag which must be com- q dynamic pressure pensated for in some other way.