WHITE PAPER I’M AERO White paper - I’M AERO First and the only ultralight coaxial helicopter This document is not a securities oering 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. Introducon 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 eciency 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: Exisng innovave producon. Unique design coaxial scheme of propellers. Experienced manufacturing of electric models and unmanned aircra systems. 2. Company’s products and their descripon 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 dierence 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 coecient (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 dicult 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 eciency (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 ecient control. There are also several disadvantages: the structural complexity, the diculty 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 dicult, 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 eect 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 sucient 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 eectiveness have been researched. Increase in filling of the antitorque propeller leads to a significant increase in the load in the control system.