Posted on 05/24/2003 10:04:00 AM PDT by Ernest_at_the_Beach
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An Aircar in Every Garage?
By David Louis Dreier “These things” are aircars—a.k.a. flying cars or personal VTOL (vertical-take-off-and-landing) aircraft, and many people do want them. What could be a more appealing vision of the world of tomorrow than stepping into one’s own flying machine and heading off into the wild blue yonder?
This vision could be realized sooner than you think. The technology of personal VTOL transportation is "expanding and will soon be exploding," says Bushnell, with at least a dozen individuals and groups in the United States now competing to produce a safe, dependable aircar. The U.S. Army and Navy are developing aircar-type vehicles for military applications, and a NASA researcher has also been working on a design. Most of the action seems to be in the United States, though at least one foreign company—Urban Aeronautics in Israel—is also in the race. These aircraft, Bushnell contends, are "not only feasible but inevitable." The development of aircars stems from a confluence of need, desire, and enabling technology. To gauge the need, one need look no further than our automobile-choked roadways. “Building virtual ‘highways in the sky’ would be a modest technical achievement in the almost unused airspace above us,” insists Paul Moller, a California aeronautical engineer who thinks the automobile has had its day and has been working for many years to develop a flying car. Beyond the clogged roads, there’s the problem of an increasingly dysfunctional airline industry. Airport hassles, delayed flights, fears of terrorism, and the rising threat of new infectious diseases such as SARS have made airline travel a stressful experience. Most people who fly do so out of necessity, not because they relish spending two or more hours in a cramped airplane seat with a bag of peanuts. Aircars, if they're ever made practical, would let people zip across the city, or across the country, in their own flying machine. What is making aircars a more imaginable possibility is information technology. Thanks to highly sophisticated and compact computers, GPS and other advanced navigational technologies, and aerial collision-avoidance systems, it is possible to build aircraft that, through a combination of on-board guidance systems and ground control, would fly themselves. The “operators” of an aircar would simply get into the vehicle, key in (or maybe just speak) their destination, and let the vehicle, like some futuristic flying carpet, carry them up and away. Moller contends that current airplane navigational systems could handle most of a flight, except for takeoffs and landings. Fully automated flights from beginning to end, he readily admits, would require a new system. A system that could serve as the starting point for controlling personal VTOL aircraft is the Small Aircraft Transportation System (SATS). A joint project between NASA and the Federal Aviation Administration, SATS aims to outfit a nationwide system of more than 5,000 small airports connected by virtual—yes—“highways in the sky” for the use of a new generation of small, safe, easy-to-fly, and inexpensive airplanes. NASA and the FAA expect the system to be fully operational after about 2015.
Moller has long insisted that the answer to this dilemma is aircars that could operate completely free of airports. SATS would have to be greatly expanded to include VTOL’s departing and landing at a multiplicity of locations far removed from traditional landing strips. Will that be done? In fact, says NASA's Bushnell, “The SATS vision has always included that as an end point.” He adds, though, that until the infrastructure for aircar guidance has been completed, we will see a transition period in which the vehicles will have to be piloted by the people flying them during the takeoff and landing portions of the flight. An infrastructure that supports aircars won't be much use if there are no aircars to buy. But such flying vehicles could become available in the not too distant future. One company that appears close to bringing an aircar to market is Moller’s enterprise, Moller International in Davis, CA, which has developed a VTOL vehicle called the Skycar. A four-passenger Skycar, dubbed the M400, is undergoing extensive flight testing aimed at getting FAA certification. The company says the M400 will initially cost just under $1 million, but as manufacturing volume ramps up, the price will come down to $40,000 to $60,000—comparable to a mid-range luxury automobile. The company hopes to have the million-dollar version on the market by mid-2006. The Skycar looks a bit like a small fighter jet with stubby wings. It is powered by eight rotary engines, similar to the ones used in some Mazda sports cars. Two of these engines, which turn fan blades to produce thrust, are mounted in each of four large pods, called nacelles, at the front and back of the fuselage. The nacelles tilt downward for takeoff and landing and turn horizontally for level flight. These engines will enable the Skycar to cruise at 480 kilometers per hour at a height of 9 kilometers (though so far it has been tested only in low-altitude flights). The Skycar is designed to keep flying if one or more engines fail, as long as they are in different nacelles. In the event of multiple engine failures—which could happen from, say, flying into a flock of birds—two ballistically ejected parachutes will carry the vehicle gently to the ground. The Skycar does have one shortcoming that could put it in a bind: it’s mostly sky and a lot less car. Although it can taxi around, the vehicle is not meant to be driven on the ground for more than a few kilometers. Moller is counting on aircars being able to operate to and from a variety of urban spaces, such the tops of buildings, making it unnecessary for them to be driven any appreciable distance on the ground. NASA’s Bushnell, however, believes it is unlikely that the FAA or municipal governments will allow swarms of personal aircraft to be buzzing around highly built-up areas. Lots of people are therefore going to continue traveling in and out of big cities—and they’ll most likely have to do so on roads. Thus, says Bushnell, for aircars to be mass-market vehicles, they will have to operate just as efficiently on the ground as in the air.
Nicholas L. Geranio, Roadable’s vice president for product development, says The Flyer will be capable of traveling as fast as 135 kilometers per hour on the ground and 400 kilometers per hour through the air. Geranio says the company has tested two prototypes and is now working on a model for FAA certification. Once Roadable receives FAA certification—which Geranio hopes will happen by late 2006—the company expects to sell the vehicle at an initial price of $300,000 to $400,000 Roadable has plans to market a $100,000 kit version of The Flyer, minus the engines—a jet turbine engine for flight, a piston engine for ground travel— by the end of 2004. The seductive vision of personal flight for everyone has its skeptics. Among them is R. John Hansman, director of the MIT-based International Center for Air Transportation. VTOL aircraft are difficult to design, Hansman says, because they must lift all their weight with vertical thrust before they can attain forward flight and stay in the air with lift. “Because weight is such a critical consideration, it’s hard to design a vehicle that is as crashworthy as a traditional car,” he says. He is especially doubtful about aircars of the hybrid type. “You can design a good airplane, or you can design a good car,” he says. “When you try to do both, you inevitably compromise somewhere, so you have a suboptimal car and a suboptimal airplane.” Hansman thinks there could be greater possibilities for small aircraft that achieve lift quickly and can take off, and land, on the flat roofs of large buildings. But of course, that takes us back to the question of whether large numbers of small aircraft would ever be allowed to fly in cities. While he's dubious about the near-term prospect of millions of Americans flitting through the air in their own flying machines, Hansman is careful not to deny the possibility. He just thinks that if that day does arrive, it will not be for a long time, in part because it will be quite a while before people will be willing to trust their lives to fully automated aircraft. Nevertheless, Paul Moller and others in this growing sector of aeronautics agree with Dennis Bushnell that aircars are the inevitable next step in personal transportation. |
Letter from the President: April, 2003
Dear Skycar Fans:
We are proceeding with the fabrication and construction of the new larger ducts with more powerful Rotapower 650cc engines in place of the 530cc engines in the M400 Skycar prototype. One of the great things about this effort is that except for using two-rotor Rotapower engines, the basic design of the duct, internal support structure and deflection vane system for this duct is common to our larger capacity M600 Skycar design that has now completed all wind-tunnel testing.
The M600, as you probably recall, is about 20% bigger than the M400 and can carry up to six people or a crew of two and cargo. The vehicle has a side door opening large enough for a standard military 4’ x 4’ x 5’ sized payload container. It has a maximum VTOL net payload weight of 1,500 pounds and our preliminary studies show that for instances where short takeoff and landing is possible, the design can accommodate a net payload weight of 2,500 pounds.
With a nacelle design that is fundamentally the same for both vehicles we hope to reduce the time required to bring the M600 into production, although it remains a lower priority than the M400 at this time. We anticipate conducting flight tests of the “re-nacelled” M400 this summer.
For those of you that like to keep up with news about Moller International and the Skycar check out this web site:
http://www.techtv.com/news/scitech/story/0,24195,3422073,00.html
TechTV produced a short video during a visit to our facility in the week that we put the M400 Skycar prototype up on eBay. We are also mentioned in the concluding chapter in their book, “Consumer Gadgets – 50 Ways to Have Fun & Simplify Your Life with Today’s Technology…and Tomorrow’s”, by Nicholas D. Evans, Prentice Hall, 2003.
Rotapower Engine News
Freedom Motors has announced the release for sale of beta models of the Rotapower 650 Series engines. These engine models are entering limited production and Freedom Motors now is taking orders. The Rotapower 650 delivers 75 HP at 7,500 RPM and weighs 80 lbs while the Rotapower 1300 delivers 150 HP at 7,500 RPM and weighs 125 lbs. For more information, visit the Freedom Motors web site (www.freedom-motors.com) and select “News”. Initial price for beta models of these engines is $5,000 for the 650 and $7,000 for the 1300. Volume pricing discounts will be announced later in the year as production levels ramp up to meet the anticipated high demand. This is good news for the Skycar because key components in these engines are identical to those used in the Skycar engines. We see potential high volume sales of Freedom engines greatly reducing our engine cost and thereby helping to reduce the overall cost of the Skycar.
I want to thank you all for your continuing support and best wishes.
Sincerely,
Paul S. Moller
They should require at least 100+ hours of driving this thing on a simulator (like a PC based flight sim) before taking to the air in one though.
If it only kills 50,000 people per year like a car it will be safe enough.
Freedom's Rotapower engine has all the inherent advantages of existing Wankel-type rotary engines. In addition, it improves the Wankel-type engine performance as follows:
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| Fundamental hardware differences between a 4-stroke piston and a Wankel rotary |
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Far out. ;^)
My cousin Ed Kurchewski was a test pilot for this back in the sixties. I rememer his picture appearing in Boy's Life magazine.
You and that IBM commercial guy!
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