The following was posted on the Roadable Aircraft net.
Message: 1
Date: Sat, 09 Dec 2000 09:11:50 -0000
From: "Andrew Stagg"
Subject: The quest for practicality....
This is a very quiet group for such a powerful concept! The problem
seems to be that, although it's a wonderful dream, very few people
seem to be willing to come out with practical solutions for a daily
use transport. Several thousand questions abound which no one design
appears to have addressed. If we, as would-be providers, can't
discuss them then who will (until the potential customer laughs in
our face for failing to consider something very obvious)?
Here's a few questions I'd like to see aircar designers actually
address comprehensively. Please toss in your 10 cents worth.
I doubt there's anyone out there who can't see a way to meet the
aerodynamics but how do you propose to avoid forcing the operator to
carry a scale if they want to stop for groceries near the office
before flying home from work? How do you propose to ensure that
weight and balance restrictions are met prior to flight?
What about log books? The FAA won't relax it's logging requirements
but there's basically none for automobiles (other then the odometer
which has no operator actions required). How would you log things if
your son drives to high school but tosses in a 2 minute 'hop' to
impress potential girl friends on the way home? Would it be logged?
How would you propose to allow licensed drivers to operate the
vehicle without being allowed to engage the flight mode?
One of the site claimed a future radio conversation would involve
requesting a "right turn on Elm and climb to 1500' after passing the
city limits". Does any pilot honestly expect that the air traffic
control system would be able to take over control of city street
traffic? (Or that the FAA would accept a take-off and landing from a
highway as legal?)
Finally (for now), why should an operator have to learn two
completely different foot co-ordinations? And which would be used
during take off and/or landing sequences when the design evolves to
an integrated propulsion system for both modes and there's no stop
between the two modes? I.e.: Lift off of the highway without
stopping when cleared or touchdown on the highway and continue on at
the speed of traffic. For a utility transport, both of these
operations should be within the operations envelope.
Andrew
=====================================================================
Andrew raises several questions that are addressed, to some degree,
in the Magic Dragon operational concepts. [www.strongware.com/dragon]
This will address them in the order that they were raised.
1. Weight and balance: It is not necessary to _avoid_ carrying a scale,
since it's quite simple to do so and to use it. The FAA standards are
quite simple on this matter and common practice is to use judgment.
The catch-all requirement is that the operator must use all available
information to ensure a safe flight. In my mind, a simple bathroom scale
would suffice. The standard Pilot's Operating Handbook weight and balance
table would presumably be used for pre-flight calculations.
2. Log Books: All flying would be logged, as is standard practice.
A simple stopwatch would be useful.
3. Engaging flight mode: Simple key-locks for the flight conversion
controls are provided.
4. Road takeoffs: There are currently no plans for Magic Dragons
taking off from roads. During a meeting with representatives from
government agencies many years ago, it was suggested that certain
adequate freeway medians be designated. Personally, I would aver
distracting other drivers by presenting a spectacle. However, it
is envisioned that approved airfields and/or private or commercial
areas be designated and used. I know of noone who seriously proposes
the Hollywood-style use of public roads for takeoff or landing, except in
emergencies, as is the current case. As is the case now, an operator
may takeoff from a private field and then contact FAA Air Traffic
Control for clearance or flight-following. Operators may have
previously filed a flight plan by radio or telephone.
5. Foot coordination: The Magic Dragon design envisions standard pedals
for engine acceleration and braking, with optional rudder pedals.
The steering wheel is for driving and the center flight control stick
is for flying. The engine control for flight is mounted on the
driver-side door. An optional design incorporates an integrated flight
and road steering wheel. The question about learning two completely
different foot coordinations does not appear to apply.
Road transitions: The premise that these operations should be within
the operations envelope seems highly questionable to me. As an example,
there are many airfields around the vast majority of cities and towns
that will provide for practical transitions without the need for
resorting to public road transitions. Even if one were to use cellular
telephones for required weather briefings and flight plan filing,
there are many practical considerations such as wind direction,
availability of fuel, and the need for a reasonably straight and
flat surface without obstructions such as roadside signs and
power or telephone lines and poles to be considered and, of course, traffic.
Personally, although I live nearby the "Crossroads of America"
at the intersection of I-70 and I-75, I am not aware of any local
roadways I would choose to use for either takeoff or landing,
given the availability of existing nearby airfields, of which there are
about a hundred within fifty miles of Dayton.
I hope this will help clarify and answer your questions.
Rich Strong
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