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voyagerB

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voyagerB last won the day on May 7 2018

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About voyagerB

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    CFI Poster

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    independent consultant in mobility issues

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    Amsterdam, Netherlands
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    To VTOL or not to VTOL
  1. Have answered your first question, I guess. Means that the FPPs rotate at a (reasonably constant) speed which is energy-efficient. One can imagine that the push prop will have variable blade settings. Low level ATC through V2V connectivity and GPS. Auto-piloting comes next. Vehicle autonomy is considered easier to implement in the 3D compared to the more complex '2D pane'. Energy efficiency is everything, particularly for battery power. The hope/expectations is for Next-Gen batteries with a much higher energy density. Notice the big pods. A high portion of the eVTOL's own weight will cons
  2. I assume they opted for FPPs for the sheer simplicity, low maintenance and low costs of them. Notice that the model (probably) features co-rotating blades (rather than contra-rotating). NASA found out that stacked coaxial co-rotators have a better efficiency contrary to what had been assumed until recently. Less noise too (which is a form of waste).
  3. Dunno. I just posted some of the promo material I found on the internet. I'll check... But IMO the more serious issue is that the TriFan only makes sense if it's reasonably point to point. But with those fans I don't to see the TriFan getting clearance to land close to one's destination. The TriFan will need to land at an airport. And that raises the question: why have such expensive VTOL capability?
  4. If you take the concept of a tri fan apart, slim down the parts and free up fan diameter for more efficient disk loading (front ones swivel to operate in fwd mode), you might end up with something like this. Lower CG will also benefit stability. You might even envisage a detachable cabin which constitutes a car if it is lowered onto a chassis...
  5. https://aerospace.honeywell.com/en/news-listing/2017/october/honeywell-to-power-groundbreaking-trifan-600 Honeywell's HTS900 engine is gonna power the TriFan.
  6. It's a nice design. I once did the numbers though, and came to a disc loading that's more than double that of an Osprey, making flying over and landing/taking off in the built environment virtually impossible.
  7. Don't be so quick to dismiss the whole eVTOL phenomena. Many projects are underway; some from reputed builders. And it is a particularly hot topic with the American Helicopter Society AHS. Below an overview of well-known eVTOL projects.
  8. I've been to that particular conference, what a coincidence. Here is an overview of all known eVTOL projects, the U.S. proudly leading.
  9. No, it won't. Besides the 'fact' that most experts think it will be easier to implement '3D auto-piloting' than '2D AP'.
  10. https://www.cnbc.com/2018/03/13/kitty-hawk-cora-larry-page-backed-firm-unveils-autonomous-flying-taxi.html
  11. It's why some seek a combination of rotorcraft and small aircraft. Throw the car into the equation, and you get something like this:
  12. Everything with eVTOLs stands or falls with the battery technology. If it's substantially better than today in let's say 3-4 years, I see eVTOLs take off so to speak big time. For now, range shortage can be compensated for by using hybrid drive, so, have a potent ICE onboard that can either provide necessary boost during takeoff, extend range and/or help to recharge the batteries. There might even be a way to combine a lightweight electric car and an eVTOL.
  13. Curious what the solid state battery technology might bring in 3-4 years... https://cleantechnica.com/2017/10/31/toyota-exec-solid-state-battery-tech-game-changer-evs-arent-backing-away-hydrogen-fuel-cell-vehicles/
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