Avionics News June 2018 - 15

The advantage of VTOL aircraft is that they do not
need the use of a traditional runway.
To be an effective intracity airline, uberAIR will need to
operate from a heliport, or what Uber calls a skyport.

powerplant technicians of the future will be an
advanced electrician capable of maintaining specialty
motors.
Second, a vertical takeoff and landing aircraft is
one that can hover, take off, and land vertically. The
classification of VTOL generally includes both fixedwing and rotorcraft with a few specialized aircraft
thrown in for interest. The concept of VTOL isn't new.
In fact, they have been around since the early 1920s,
but in more recent days, we might recognize the Bell
Boeing V-22 Osprey or the older Harrier Jet. From the
civilian side, the most-common VTOL aircraft is the
helicopter.
The advantage of VTOL aircraft is that they do
not need the use of a traditional runway. To be an
effective intracity airline, uberAIR will need to operate
from a heliport, or what Uber calls a skyport. These
skyports will be placed around the major metropolitan
areas where the greatest need is identified based on
a comparison of ground-based travel verses airborne
travel. To support this, as you can imagine, Uber has
a huge database of information about current urban
mobility. Every time you call an Uber, your travel
information is there for it to mine.
The new generation of VTOL aircraft will be
distributed lift aircraft. According to a 2018 paper on
Distributed Propulsion Vehicles by Hyun Dae Kim from
NASA's Glenn Research Center, "Distributed propulsion
in aircraft application is the spanwise distribution of
the propulsive thrust stream such that overall vehicle
benefits in terms of aerodynamic, propulsive, structural,

and/or other efficiencies are mutually maximized to
enhance the vehicle mission." Between NASA's work
on distributed electric propulsion aircraft and the
Defense Advanced Research Projects Agency's research
work on the electric VTOL Experimental Plane, both
concepts are well on their way to reality.
Third, the aircraft will be highly automated. Imagine
having three controls just to motivate your car: throttle,
pitch and mixture. About eight decades ago, that was
similar to how cars operated. But about 50 years ago,
most of those features were automated. So why do
we still fly airplanes with manual controls? That is
technologically silly! An automated system makes
sense. Generally speaking, it is readily available today.
For these next-generation aircraft to operate, they
need an advanced flight management system that
controls the electric motors to allow coordinated lift
from each of the propulsion units so the aircraft can lift
and descend smoothly and efficiently. While this sounds
a bit futuristic, it isn't actually revolutionary. If you
think about FADEC and advanced fuel control systems
in traditional engines, or the coordinated movements
utilized in the F-35 joint strike fighter, or the new Bell
525, these systems are operational today. And with
the pace of change, they will continue to advance at a
staggering pace. The fundamentals are there; however,
it will take a new generation of powerplant mechanics
with digital electronics knowledge, skills and abilities,
or an avionics/electronics technician with an airframe
Continued on following page
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Table of Contents for the Digital Edition of Avionics News June 2018

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Avionics News June 2018 - No label
Avionics News June 2018 - Cover1
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Avionics News June 2018 - 1
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