blows up like a hot air balloon when the zip is opened from one side and the breeze fills the air space.
Once the bodysuit is fully inflated, its wearer should be light enough to walk on water,and to just float up a few inches in the air;with an air propeller at the back or front ;powered by rechargeable battery-that is what is needed by an ordinary man for a little bit of flying
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dirigible airship prototype approaches completion-my wish is to use this technology- as seen above--for human flight of short duration at a height of max:6 feet
The dirigible airship, the oddball aircraft of another era, is
making a comeback. California-based Aeros Corporation has created a
prototype of its new breed of variable buoyancy aircraft and expects the
vehicle to be finished before the end of 2012. With its new cargo
handling technology, minimum fuel consumption, vertical take-off and
landing features and point to point delivery, the Aeroscraft platform
promises to revolutionize airship technology.
The Aeroscraft ship uses a suite of new mechanical and aerospace technologies. It operates off a buoyancy management system which controls and adjusts the buoyancy of the vehicle, making it light or heavy for any stages of ground and flight operation. Automatic flight control systems give it equilibrium in all flight modes and allow it to adjust helium pressurized envelopes depending on the buoyancy requirements. It just needs one pilot and has an internal ballast control system, which allows it to offload cargo, without using ballast. Built with a rigid structure, the Aeroscraft can control lift at all stages with its Vertical Takeoff and Landing (VTOL) capabilities and carry maximum payload while in hover. What makes it different from other vehicles is that it does not need a runway or ground infrastructure.
Aeros has been running for 25 years as an airship producer as well as a research and development firm for the aerospace industry.
First, it has to be said that the Aeroscraft is not a blimp and it’s not a hybrid vehicle. And according to Aeros, it’s definitely nothing like the ill-fated LZ129 Hindenburg airship which crashed and burst into flames in New Jersey in 1937.
At the time, the disastrous crash was seen as the end of airships. But technology has marched on. The Aeroscraft is a completely different and radical design. The United States Patent and Trademark office issue assigned a design patent for the Aeroscraft in July 2012. Design elements include a smart automotive digital flight control system, enhanced envelope fabric and a robotic mooring system that make it superior in operations and maintenance. Of course, that means it has a minimum personnel requirement.
The vehicle is close to being completely built and ready for
operation. The multilayer outer cover application is now in complete and
the Aeros expects to finish construction over the next three weeks. The
two front horizontal control surfaces, known in the industry as
Canards, have been successfully tested and are ready to go.
So what can we expect to see next year?
The Aeroscraft prototype is 79 meters (260 ft) long, and while it is not designed to carry a payload, Aeros says the planned full-scale craft will be almost twice as long and will be capable of carrying a maximum payload of 66 tons with no infrastructure requirements. It is much simpler and easier than using a plane, which has the potential to significantly reduce air freight costs.
The vehicle, which promises to cut fuel consumption by one third of what’s traditionally generated by air freight, is designed to deliver payload directly to point of use, bypassing ports and highways, and taking goods to areas with minimum infrastructure. It has vertical take-off and landing capabilities, the ability to operate at low speed and it can hover from unprepared surfaces. Goods can be off-loaded with minimum ground handling.
Aeros says the vehicle would suit commercial operations and humanitarian missions involving search and rescue, emergency relief and airborne hospitals but the obvious area where we would most likely see it initially would be the military. It would be particularly useful for the Pentagon which is already deploying drones. A stationary or slow moving Aeroscraft could provide constant surveillance, potentially lingering over an area for days at a time.
Significantly, Aeros already has a commercial relationship with the US Army, picking up a contract in July for Technology Enabled Capability Demonstrations (TECD) in areas related to force protection. This involves the shrapnel and fragment resistant flexible panels based on Aeros Interfacial Debonding Energy Absorption (IDEA) fabric technology and portable lightweight structural hybrid truss towers based on Aeros’ composite hybrid truss design and fabrication process.
Aeros has already been talking to USTRANSCOM, the United States Transportation Command which is part of the Department of Defence.
Stay tuned for our in-depth interview with Aeros founder and CEO Igor Pasternak.
Source: Aeros
====================================================================== The Aeroscraft ship uses a suite of new mechanical and aerospace technologies. It operates off a buoyancy management system which controls and adjusts the buoyancy of the vehicle, making it light or heavy for any stages of ground and flight operation. Automatic flight control systems give it equilibrium in all flight modes and allow it to adjust helium pressurized envelopes depending on the buoyancy requirements. It just needs one pilot and has an internal ballast control system, which allows it to offload cargo, without using ballast. Built with a rigid structure, the Aeroscraft can control lift at all stages with its Vertical Takeoff and Landing (VTOL) capabilities and carry maximum payload while in hover. What makes it different from other vehicles is that it does not need a runway or ground infrastructure.
Aeros has been running for 25 years as an airship producer as well as a research and development firm for the aerospace industry.
First, it has to be said that the Aeroscraft is not a blimp and it’s not a hybrid vehicle. And according to Aeros, it’s definitely nothing like the ill-fated LZ129 Hindenburg airship which crashed and burst into flames in New Jersey in 1937.
At the time, the disastrous crash was seen as the end of airships. But technology has marched on. The Aeroscraft is a completely different and radical design. The United States Patent and Trademark office issue assigned a design patent for the Aeroscraft in July 2012. Design elements include a smart automotive digital flight control system, enhanced envelope fabric and a robotic mooring system that make it superior in operations and maintenance. Of course, that means it has a minimum personnel requirement.
So what can we expect to see next year?
The Aeroscraft prototype is 79 meters (260 ft) long, and while it is not designed to carry a payload, Aeros says the planned full-scale craft will be almost twice as long and will be capable of carrying a maximum payload of 66 tons with no infrastructure requirements. It is much simpler and easier than using a plane, which has the potential to significantly reduce air freight costs.
The vehicle, which promises to cut fuel consumption by one third of what’s traditionally generated by air freight, is designed to deliver payload directly to point of use, bypassing ports and highways, and taking goods to areas with minimum infrastructure. It has vertical take-off and landing capabilities, the ability to operate at low speed and it can hover from unprepared surfaces. Goods can be off-loaded with minimum ground handling.
Aeros says the vehicle would suit commercial operations and humanitarian missions involving search and rescue, emergency relief and airborne hospitals but the obvious area where we would most likely see it initially would be the military. It would be particularly useful for the Pentagon which is already deploying drones. A stationary or slow moving Aeroscraft could provide constant surveillance, potentially lingering over an area for days at a time.
Significantly, Aeros already has a commercial relationship with the US Army, picking up a contract in July for Technology Enabled Capability Demonstrations (TECD) in areas related to force protection. This involves the shrapnel and fragment resistant flexible panels based on Aeros Interfacial Debonding Energy Absorption (IDEA) fabric technology and portable lightweight structural hybrid truss towers based on Aeros’ composite hybrid truss design and fabrication process.
Aeros has already been talking to USTRANSCOM, the United States Transportation Command which is part of the Department of Defence.
Stay tuned for our in-depth interview with Aeros founder and CEO Igor Pasternak.
Source: Aeros
December 5, 2012-
UAVs. To stay airborne longer, Boeing has turned to hydrogen to fuel its Phantom Eye, Qinetiq’s Zephyr relies on solar power and Northrop Grumman’s Global Hawk can refuel autonomously in mid-air. But CyPhy Works has taken a different approach with its first UAVs. By connecting to a ground-based power source via a “microfilament,” the UAVs are able to stay aloft indefinitely.
It features a ducted-fan design that gives it vertical takeoff and landing and hover capabilities.
EASE is designed to be powered by batteries in the base station that should keep EASE in the air for 50 minutes
========================================================================
Baumgartl Heliofly I
1941
1941
The Austrian engineer, Paul Baumgartl, concerned himself during the Second World War with the design of small single-seat helicopters, in the suburbs of Vienna. It is not certain whether his work was sponsored by the German Government, but his machines were in the same category as those of Nagler-Rolz. Baumgartl's first product was the Heliofly I of 1941, which was little more than a strap-on autogyro glider for sporting use.
jet pack
[2]Wingsuit:-"A piece of equipment that holds fabric in place between a skydiver’s arms and legs, creating the possibility for sustained forward movement through the air. The skydiver’s body forms the only frame for the wings of the suit (no external, rigid frames).
and with light weight inflatable frame
a functional backpack helicopter.
A possible design for a helibackpack with contra-rotating twin rotors
The SoloTrek XFV (Exo-skeletal Flying Vehicle)
was a single-person VTOL aircraft. It was first flown in December 2001 by Millennium Jet Inc, a private company run by Michael Moshier. Millennium Jet subsequently changed its name to Trek Aerospace Inc. 
The SoloTrek had one seat and was propelled by two ducted fans located above and on either side of the user, leading some to class it as a type of backpack helicopter. It ran for around 2 hours on gasoline fuel. According to Michael Moshier, SoloTrek was capable of hovering for up to two hours, flying at 100km/h and travelling more than 200km.
The SoloTrek had one seat and was propelled by two ducted fans located above and on either side of the user, leading some to class it as a type of backpack helicopter. It ran for around 2 hours on gasoline fuel. According to Michael Moshier, SoloTrek was capable of hovering for up to two hours, flying at 100km/h and travelling more than 200km.
The Bell Rocket Belt
is a low-power rocket propulsion device that allows an individual to safely travel or leap over small distances. It is a type of rocket pack
.
Artist's depiction of a jetpack with folding wings
Bruce McCandless II operating the Manned Maneuvering Unit;The Manned Maneuvering Unit (MMU) is a propulsion backpack which was used by NASA astronauts on three space shuttle missions in 1984. The MMU allowed the astronauts to perform untethered EVA spacewalks at a distance from the shuttle. The MMU was used in practice to retrieve a pair of faulty communications satellites,
Rocket man flies to 8200ft in Switzerland
After six years of planning, Swiss inventor and aviation enthusiast Yves Rossy thrilled crowds earlier this month with a flight over the Alps in his home-made rocket suit. At speeds of up to 300km/h he used his body to steer himself through a figure-of-eight and even a 360 degree roll.
Geneva, SWITZERLAND: The World's first man to fly with fitted jet fuel powered wings, Swiss professional pilot and inventor Yves Rossy poses 18 April 2007 a the opening day of the 35th Exhibition of Inventions of Geneva. More than 700 exhibitors from 42 countries are present at the World's largest exhibition dedicated to innovation in the world.
completes historic Channel crossing with home-made jetpack-Yves Rossy landed safely after the 22-mile (35.4 km) flight from Calais to Dover; his success signalled "big potential"
for people to fly "a little bit like a bird" in the future.
The wing had no rudder or tail fin, so Mr Rossy had to steer it using his head and back.
As well as a helmet and parachute, he wore a special suit to protect him from the four kerosene-burning turbines mounted just centimetres from him on the wing.
The Hiller VZ-1 Pawnee (U.S. Army designation; earlier Army designation: HO-1) was a unique direct lift rotor aircraft, using contra-rotating ducted fans inside a platform that the single pilot stood upon for lift, and controlled by the pilot shifting his body weight around to tilt the platform. The platform was developed starting in 1953 under an Office of Naval Research contract to Hiller Aircraft Corporation, and flew successfully starting in 1955.
The Martin Jetpack flying at AirVenture 2008.
Shell out46,000 for a flying tricycle,beat rush-hour traffic
London: A man in the US has
built a tricycle that will let you soar into the sky and cruise over
rush-hour traffic jams.The motor-tricycle,called the super sky cycle,has
been developed by Larry Neal from Aurora in Texas and consists of a
582cc engine and a three-blade 68-inch propeller.
It can fly at 56kmph,land in 20ft of space and has a top land speed of 104kph.It has a five hour flight time without refueling,and costs 46,000,the Daily Mail reported.
However,the vehicle requires a pilots licence to fly.Neal,of The Butterfly Aircraft LLC,has just been awarded a US Patent to build the vehicle on a large scale and sell it to the general public.He already has several orders for national and international companies.
The project has been in development for several years but hit a stumbling block as Neal could not work out what to do with the propellers once the vehicle landed.
However,he overcame this problem by making them foldable -- allowing the vehicle to be driven on regular roads.The Texas border patrol has already made a large order of these flying machines.PTI
It can fly at 56kmph,land in 20ft of space and has a top land speed of 104kph.It has a five hour flight time without refueling,and costs 46,000,the Daily Mail reported.
However,the vehicle requires a pilots licence to fly.Neal,of The Butterfly Aircraft LLC,has just been awarded a US Patent to build the vehicle on a large scale and sell it to the general public.He already has several orders for national and international companies.
The project has been in development for several years but hit a stumbling block as Neal could not work out what to do with the propellers once the vehicle landed.
However,he overcame this problem by making them foldable -- allowing the vehicle to be driven on regular roads.The Texas border patrol has already made a large order of these flying machines.PTI
Happy to day my dream has come true
The astonishing flying tricycle that could help you avoid the rush hour traffic
Flying Trike maiden flight
World's first manned flight with an electric multicopter
CyPhy Works' UAVs use ground-based power to stay aloft indefinitely
By Darren Quick
December 5, 2012
Endurance is one of the biggest limiting factors of UAVs. To stay airborne longer, Boeing has turned to hydrogen to fuel its Phantom Eye, Qinetiq’s Zephyr relies on solar power and Northrop Grumman’s Global Hawk
can refuel autonomously in mid-air. But CyPhy Works has taken a
different approach with its first UAVs. By connecting to a ground-based
power source via a “microfilament,” the UAVs are able to stay aloft
indefinitely.December 5, 2012
Founded by iRobot co-founder and former Chairman Helen Greiner, the Massachusetts-based CyPhy Works is aiming to “design and deliver innovative robots.” Drawing power from a ground-based source by way of a continuous cable might at first glance seem like a step backwards in terms of UAV innovation, but the company is keen to point out the advantages of its cabled system used in its first two UAVs.
EASE
Designed as a man-portable system, EASE is designed to be powered by batteries in the base station that should keep EASE in the air for 50 minutes. However, the batteries are hot-swappable, enabling EASE to stay aloft as long as there are batteries available. EASE can also be powered by a properly equipped vehicle or, with the use of an additional AC-DC converter, a generator or the grid. However, to keep the weight of the system down, an AC-DC converter isn't part of the core system.
Whatever the source, power is supplied from the ground via a fishing-line thin microfilament cable made up of two strands of copper wire that is spooled out from the UAV itself. CyPhy Works says the EASE’s onboard spooler gives the vehicle greater mobility and ensures there is no tension placed on the cable even if it gets tangled in a tree branch or other obstacle.
Speaking of the cameras, EASE comes with two color HD cameras – one front looking and one down looking – as standard, with a thermal camera also available as an option. The company points out that the cabled connection allows 720p video at 30 fps to be monitored in real time, unlike the choppy, low res video provided by wireless systems that can cut out completely when a UAV rounds a corner or enters a building. Additionally, this video can’t be intercepted or jammed and the aircraft itself can’t be spoofed.
With a range of 1,000 ft (305 m), the EASE can operate up to a height of 300 ft (91 m) above ground level, at altitudes of up to 7,000 ft (2.1 km).
PARC
The PARC system also works in conjunction with a GCS and receives its power via a microfilament. However, these are different to the GCS and spooling mechanism used with EASE. Although CyPhy isn’t ready to reveal details of the PARC system's spooling mechanism, it will enable the aircraft to hover at heights of up to 1,000 ft (305 m) at altitudes of up to 11,000 ft (3.4 km). And if the UAV does run into problems and the cable is cut, it won’t just plummet from the sky, with an onboard back-up battery providing enough power for it to safely return to base.
The vehicle measures 55 inches (140 cm) in diameter and 16 inches (41 cm) high and carries two gyro stabilized, gimbal-mounted cameras – a 720p color camera with 10x optical zoom and 1.0 lux low light capabilities, and a 640 x 480 resolution thermal camera. It also boasts additional payload capacity for carrying sensors or communications devices.
Walker emphasized that both the EASE and PARC systems are designed around CyPhy Works’ “no-pilots” philosophy, so that the operator doesn’t really “fly” the aircraft but guides it to what they want to see. The GCS does the navigation processing grunt work and presents the relevant data to the user in a simple and usable way.
While Walker describes EASE as a teleoperated system in its current form, the CyPhy team anticipates providing it with increased autonomy capabilities in the future. PARC, on the other hand, is already almost completely autonomous. While there are controls on the GCS for adjusting the craft’s altitude and heading, the majority of the GCS controls are devoted to controlling the craft’s payloads.
Walker says the robots have already attracted interest from military, commercial and civil users but, due in large part to airspace usage restrictions, the military is likely to be the first place the UAVs spread their wings. However, Walker adds that the aircraft also have great potential for use in emergency and disaster response situations, as well as for law enforcement agencies in documenting traffic accidents and crime scenes.
The video below shows a flight test of EASE at the McKenna MOUT Site at Ft. Benning, Georgia.
Source: CyPhy Works via AUVSI
Editor's Note: This story was amended on Dec. 7, 2012, to clarify the EASE's alternative power source options, the PARC system's (not the EASE) capabilities to return to base in the event of damage to the microfilament and clarify that the PARC system uses a different GCS to EASE.
Human-powered chopper flies into the record books
RELATED
The American Helicopter Society had never given out its Igor Sikorsky Human-Powered Helicopter Award — initiated 33 years ago — until the team from the University of Toronto snatched it this week.
The challenge was to create a flying machine that would be able to reach a height of three metres, fly for 60 seconds by human power alone, and stay in a 10 by 10 metre area.
"It was long seen as impossible to win this," AHS International executive director Mike Hirschberg told AFP.
The winning vehicle is called the Atlas, and was designed by a team of about 20 students and young professionals.
The aircraft is extremely light — just 55 kg — but it spans a sprawling 162 feet (49.4 metres).
"This is not about creating a practical machine," said Hirschberg. "This is to set a challenge for young engineers, to harness their creativity and technical skills and to experience working as a team against really, extremely challenging requirements ," he added.
"It is sort of like climbing Mount Everest for the first time — to prove it can be done."
The winning June 13 flight was pedalled by team leader Todd Reichert , 31, an aerodynamics expert and competitive speed skater.
Reichert is chief aerodynamicist at a company called AeroVelo , which was created by the students in their mission to win the competition's cash.
AeroVelo co-founder Cameron Robertson, 26, said the aircraft is designed to be ridden by someone 160 pounds or less.
It also requires a fairly strong pedaller, requiring about one horsepower to operate, when the average person could probably manage a half horsepower, he said.
Robertson said the team was motivated by the prospect of "showing people that impossible is nothing."
The $250,000 prize, which was formally awarded Thursday after about a month of technical review of the winning flight, was also a key factor.
Winning it will allow the team to invest more in AeroVelo and support research with the current crop of University of Toronto engineering students, Robertson said.
The prize is named for Igor Sikorsky, a Russian born engineer and pilot who came to America in 1919 and in 1939 designed and flew the first successful single main rotor helicopter in the world.
The amount was set at $10,000 when the award was initiated in 1980 and was soon raised to $25,000.
But no-one ever won, and the program stagnated through much of the 1990s and 2000s until Sikorsky Aircraft Corporation agreed in 2009 to raise the amount to $250,000.
"That quarter of a million dollars absolutely brought out some of the best innovators and the best talents in tackling this challenge," said Hirschberg.
The first prize attempt at a human powered helicopter was by California Polytechnic State University, which flew its craft for 8.6 seconds at a height of eight inches off the ground in 1989, according to AHS. A team from Nihon University in Japan set the endurance record for the prize with almost 20 seconds in 1994.
For the winning University of Toronto AeroVelo team, Robertson said the next lofty challenge is building an extremely lightweight bicycle that can reach human-pedalled speeds of 120 kilometres per hour.
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM-GOOD
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