FLYING CAR

ABSTRACT

The transportation is mostly depend upon the use of roads. Traffic Jams is very serious factor
which waste our time, fuel and also giving trouble to emergency services like fire services,
Ambulance, Police vehicles etc. Flying Car is a car which is envisioned to be a roadable aircraft
which can be used as a dual purpose for both travelling on road as well as in air. Flying car is an
updation of a car just to overcome problems faced by people in high traffic areas. In this car there
are two guarded propellers used in front and back which will lift the car in vertical direction when
car is in rest position. And also two rotors - Main rotors is on top of the car which will be flapped
inside until it reaches a certain position above the cars, afterwards it will be started and has a use
to control the weight of body in air and Tail rotor is on hoop of the car, used in giving direction to
car in air. There will be two engines controlling guarded propellers as well as main rotor and tail
rotors. First engine will control two guarded propellers as well as control system of car on road
and second engine will control main rotor as well as tail rotor. Flying car could change
transportation, road congestion and minimize the traffic jams in cities.

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INTRODUCTION

Flying car is envisioned to be an aircraft that can be used as a dual purpose for travelling on road
as well as in air. ‘Flying car’, ‘roadable aircraft’, ‘dual-mode vehicle’ and other terms are used to
describe the all purpose vehicle that can fly like an airplane and drive on the highway like an
automobile. Make it amphibious and we have the perfect all-purpose vehicle.

It has long been the dream of aviation and automobile enthusiasts to have a vehicle that will bring them
the best of both worlds. Many drivers stuck in rush hour traffic have fantasies about being able to push a
button and watch their car’s wings unfurl as they lift above the stalled cars in front of them. Just as many
pilots who have been grounded at an airport far from home by inclement weather have wished for some
way to wheel their airplane out onto the highway and drive home. This yearning has resulted in many
designs for roadable aircraft since as early as 1906.

A designer of a flying car will encounter many obstacles, including conflicting regulations for aircraft and
automobiles. As an automobile, such a vehicle must be able to fit within the width of a lane of traffic and
pass under highway overpasses. It must be able to keep up with normal highway traffic and meet all safety
regulations. It must also satisfy vehicle exhaust emission standards for automobiles. Therefore, the wings
must be able to fold (or retract) and the tail or canard surfaces may have to be stowable. The emission
standards and crashworthiness requirements will add weight to the design. The need for an
engine/transmission system that can operate in the stop and go, accelerate and decelerate environment
of the automobile will also add system complications and weight.

For flight, the roadable aircraft must be lightweight and easy to fly. It must have a speed range at least
comparable to existing general aviation airplanes. Conversion from aircraft to car or vice versa must be
doable by a single person and the engine must be able to operate using either aviation fuel or auto fuel.
Ground propulsion must be through the wheels and not via propeller or jet which would present a danger
to nearby people, animals or other vehicles.

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DESIGN APPROACH

While some people use the terms Flying car and roadable aircraft interchangeably, or use the latter
term to bypass the science fiction connotations of the former, they are explicitly two quite different
concepts. One wishing to design such vehicles must first decide which approach is appropriate.
The ‘flying car’ is primarily a car in which the driver has the option of taking to the air when
desired or necessary. The ‘roadable aircraft’ is an airplane that also happens to be capable of
operation on the highway.

In the past, most designs have actually been for roadable aircraft. They started out looking like
conventional airplanes but with wings and possibly with tails that could be retracted or folded.
Alternatively, they may be removed and towed in a trailer when the vehicle is operated on the
road. Several such vehicles have been designed and built. A few, such as the Taylor Aerocar1 or
the Fulton Airphibian, have been certified for use in flight and on the highway. Both types of
vehicle have been sold to the public. The roadable aircraft is meant to be primarily an airplane but
with the capability of being driven on roads to and from the airport. It must also be capable of
getting the pilot and passengers to their desired destination on the highway when the weather
prevents flight. As such, it is a vehicle primarily sold to licensed pilots. They would use its onroad
capabilities in a limited manner, and not as a substitute for the family automobile for everyday
trips to the supermarket. Typical problems with such designs have been their poor performance
both in the air and on the road. Also, there has been in the past a reluctance of insurance companies
to write policies which will cover their operation in both environments.

The ‘flying car’, unlike the roadable aircraft, has proved to be more of a fantasy than an achievable
reality. A key element in the development of a successful flying car is designing a control system
that will enable a ‘driver’ who may not be a trained pilot to operate the vehicle in either mode of
travel. This virtually necessitates a ‘category III capable’ automated control system for the vehicle.
This must provide a ‘departure-to destination’ flight control, navigation and communication

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environment. Many experts feel that such a design is possible today, but only at high cost. Ideally,
if the ‘flying car’ is to become the family car, it must have a price that is at least comparable to a
luxury automobile (preferably less than 25 percent of the cost of the cheapest current four
passenger general aviation aircraft).

Both the flying car and the roadable aircraft concepts usually assume a self-contained system
capable of simple manual or even automated conversion between the car and airplane modes. A
third choice is the dual-mode design which is capable of operation on the road or in the air but
does not necessarily carry all the hardware needed for both modes with it at all times. One such
vehicle was the Convair/Stinson CV-118 Aircar.Designed in the 1940s, it combined a very modern
looking fiberglass body car with a wing/tail/engine structure that could be attached to the roof of
the car for flight. This design successfully flew, and operated well on the highway, but was a victim
of high cost and changing corporate goals for its manufacturer.

Another decision facing the designer of any airplane/automobile hybrid vehicle is whether to
attempt to meet government standards for both types of vehicles. Unless one wishes to go to the
extreme of developing a very lightweight flying motorbike which will operate under ultra-light
regulations, one must meet FAR or JAR requirements for general aviation category aircraft. On
the other hand, there is a choice when one considers the automotive aspects of the design.

Automobile safety and emission control requirements necessitate structural and engine designs
that are heavier than one would ordinarily need for an aircraft. There is, at least under United States
law, a ‘loophole’ in the regulations under which any roadable vehicle with fewer than four wheels
can be classified as a motorcycle and not an automobile. This allows those who wish to avoid the
extra weight and expense of meeting automobile design standards to develop a threewheeled
vehicle and classify the resulting design as a flying motorcycle, a vehicle that officially is an
airplane in the air and a motorcycle on the road. Motorcycles have very few safety or emission
design requirements beyond the specification of lighting, horn and engine muffler. Three-wheeled
road vehicles do have operational speed restrictions in the United States.

Flying Cars Technology Another decision that must be made is the extent to which the vehicle
will meet the ‘luxury’ standards of automobile buyers that are not normally seen in general aviation

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aircraft. Atypical modern American automobile lists in its ‘standard’ equipment package air-
conditioning, electric window controls and door locks, automatic transmission, CD/tape players
and similar items. None of these are usually found in most general aviation aircraft and all add
(sometimes considerable) weight to the aircraft.

DESIGN CONSIDERATION

Some of the specifications to be determined by the design approach are:

 Range
 Endurance
 Rate of climb
 Cruise speed in air
 Cruise speed in land
 Airworthiness standards
 Automobile safety and emissions.

Additional challenges to be noted are

o The need to have acceptable in-flight wing aerodynamics while being able to retract,
fold, or detach and stow the wing for road travel,
o The need to ‘rotate’ on take-off,
o The need to find an engine/transmission combination which could meet the conflicting
demands of ground and air travel,
o The need for dual-mode control systems, and the need to meet rigorous stability and
performance requirements in both modes of travel.

The design of a satisfactory wing is a dominant part of any roadable aircraft layout. As a ‘car’ the
vehicle must fit into standard roadway widths. The resulting vehicle footprint (aspect ratio) is less

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than unity. This is regarded as inefficient for an aircraft wing planform. A wing of reasonable
aspect ratio must then be capable of being extended from the body (fuselage) for flight and
somehow stowed for highway use. There are many ways to do this including folding wings,
rotating wings, telescoping wings, and detachable wings. These could be stored in, under, or over
the car configuration. Alternatively, they could be towed behind the car. All such designs impose
structural compromise and weight penalties. The use of the wing for a fuel tank location would
also be ruled out.

The take-off problem reflects the differing stability requirements of automobiles and airplanes.
Most modern aircraft are designed with a tricycle landing gear arrangement with the rear or main
wheels placed only slightly behind the center of mass (center of gravity). This allows easy rotation
in pitch to a reasonable take-off angle of attack after ground acceleration. Placement of the
rearwheels in the optimum location for the main gear of an aircraft would result in a very unstable
car. It would have a tendency for its front wheels to lift off the road at highway cruise speeds near
the desired take-off speeds for the aircraft. Cars are designed to minimize the likelihood of the
wheels lifting off the road at highway speeds! Some roadable aircraft designs have attempted to
solve this problem by having a conventional aircraft tail section that is removed for road travel.
This effectively moves the center of mass further forward between the front and rear wheels.
Others have employed a car type suspension with wheels or axles that can be extended or retracted
to give the needed angle of attack for take-off.

Further complications arise due to the need for the wing on the airplane to develop some lift during
the take-off run while the automobile must produce as little lift as possible at highway cruise speed.
Removing or retracting the wings for the car layout will obviously solve most of the highway lift
problem.

Aircraft piston engines are designed to be run at constant rpm for long periods of time. Automobile
engines are designed to operate over a wide range of rpm and are coupled to a transmission to
make possible combinations of torque and power suitable for a variety of operational needs.
Aircraft engines must also be capable of efficient operation over a wider range of altitude than car
engines. Air-cooling is normally used with aircraft engines while watercooling is usually used for

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automobile engines. Both a water-cooling system and a transmission system will add extra weight
not common in most aircraft designs. Some flying car designs have proposed using separate
engines tailored to each mode of travel. This is on the assumption that two optimized engines may
not weigh much more than a single dual-mode engine and drive train, and that the improved
efficiencies may allow lower fuel consumption. Other designers have suggested the use of an
engine and transaxle from a small 4WD automobile with the drive for one set of car wheels
attached to the wheels and the other to the propeller.

The extent to which the controls for flight and ground operation can be merged is also a design
concern. Do the in-flight rudder pedals become the accelerator and brake pedals on the road? Does
the car steering wheel, with a release to allow it to move toward and away from the driver/pilot,
become the in-flight control yoke, or can a ‘stick’ replace the wheel and be used in both modes of
travel? Moreover, how are these controls coupled to the rest of the vehicle? Can a fly/drive-by-
wire system work in both modes or must the controls be mated to two separate mechanical or
hydraulic systems? Finally, there is the question of ‘roadability’. Beyond the question of tip-over
angles (or ground loops during taxi, take-off, and landing), this is an issue that does not normally
face the aircraft designer. The vehicle’s wheel placement and suspension system and even the
choice of tires must take into account the need for comfortable, stable handling on the highway as
well as be able to absorb the sudden shock of landing.

DESIGN CONCEPTS

Some of the conceptual, built designs are

 Convair Aircar
 Taylor Aerocar
 Moller skycar
 Terrafugia-Transition

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4.1 Convair Aircar

Attempts at roadable aircraft have

been made since the advent of the
airplane itself. Only fourteen years
after the Wright brothers first flew,
Glenn Curtiss tried to develop a
flying automobile. His design was
exhibited at the 1917 Pan-
American Aeronautic Exposition
in New York. This vehicle was
abandoned after the flight
characteristics were deemed
unacceptable. George Spratt built
the first flying roadable aircraft by
using an existing aircraft and adding a pivoting wing. This simply allowed the existing aircraft to
maneuver down the road without side obstruction. Waldo Waterman was the first person ever to
be granted a patent on a roadable aircraft, the “Arrowbile” in 1937. The Arrowbile was the first
vehicle designed as a roadable aircraft that actually flew. This gave other inventors hope in being
recognized for roadable aircraft designs. A few other designs were attempted afterward, but no
real progress came until after World War II.

The huge success of airpower and confidence from WWII helped forward the advancement of
roadable aircraft. A milestone came in 1946, when Robert E.Fulton designed a new concept. His
FA-3-101 “Airphibian” was the first to gain certification by an organized flight agency, the Civil
Aviation Administration. This opened the door for additional roadable aircraft since it had been
shown that a flying car could acquire certification. One of these new innovators was Ted Hall, who
became the closest to producing a marketable roadable aircraft. He produced the Hall Flying Car,
which flew and was featured in Popular Science. He was on the verge of production when funding

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fell through and the project fell to the wayside. Following this came another strong contender in
the field, the Convair Aircar, in 1947, which had the support of a large corporation. When the cost
of this project was determined to be uneconomical, the project was abandoned and the future of
roadable aircraft looked dim. Many people thought that if a large company like Convair could not
produce a viable solution, then no one else would be able to, either.

4.2 Taylor Aerocar:

Aerocar International's Aerocar

(often called the Taylor Aerocar) was
an American roadable aircraft,
designed and built by Moulton Taylor
in Longview, Washington, in 1949. It
is the most successful and probably
the most famous "flying car" design to
date. Although six examples were
built, the Aerocar never entered
production.

Design and Development Taylor's design of a roadable aircraft dates back to 1946. During a trip
to Delaware, he met inventor Robert E. Fulton, Jr., who had designed an earlier roadable airplane,
the Airphibian. Taylor recognized that the detachable wings of Fulton’s design would be better
replaced by folding wings. His prototype Aerocar utilized folding wings that allowed the road
vehicle to be convertible into flight mode in five minutes by one person. When the rear licence
plate was flipped up, the operator could connect the propeller shaft and attach a pusher propeller.
The same engine drives the front wheels through a threespeed manual transmission. When
operated as an aircraft, the road transmission is simply left in neutral (though backing up during
taxiing is possible by using reverse gear.) On the road, the wings and tail unit were designed to be

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towed behind the vehicle. Aerocars can drive up to 60 miles per hour and have a top airspeed of
110 miles per hour.

Characteristics of Aerocar: Performance of Aerocar:

Crew: One pilot Maximum speed: 112 mph (172 km/h)

Capacity: One Passenger (2 total) Range: 300 mi (480 km)

Length: 6.55 m (21 ft 6 in) Service ceiling: 12,000 ft (3,658 m)

Wingspan: 10.36m (34 ft 0 in) Rate of climb: 550 ft/min (168 m/min)

Height: 2.18 m (7 ft 2 in) Wing loading: 12.5 lb/ft² (61 kg/m²)

Wing area: 15.6 m² (168 ft²) Power/Mass: 0.06 hp/lb (100 W/kg)

Empty: 590 kg (1300 lb)

Loaded: 955 kg (2100 lb)

Maximum takeoff: lb (kg)

Power plant: 1x Lycoming O-290, 135 hp (100 kW)

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4.3 Moller skycar

The Moller Sky car is a prototype

personal VTOL (vertical take-off
and landing) aircraft a "flying
car" called a "Volantor" by its
inventor Paul Moller, who has
been attempting to develop such
vehicles for forty years. The
design calls for four fans encasing
the propellers, which is safer to
bystanders and more efficient at
low speeds.

The craft said to be currently under development, the M400, is purported to ultimately transport
four people; single-seat up to six-seat variations are also planned. It is described as a car since it is
aimed at being a popular means of transport for anyone who can drive, incorporating automated
flight controls. It is proposed that in a model for the general public, the driver may only input
direction and speed. Piloting knowledge would be un-necessary; however, training will be
required.

Further, developers claim that by using eight inexpensive Wankel rotary engines - compared to jet
engines, the vehicle's price may eventually fall close to that of a luxury car ($100,000). The fuel
consumption is claimed to be 20 miles per gallon similar to that of a big car but this has been
calculated as unrealistic. According to the developers, operation of a Skycar will produce as much
noise as traffic on a nearby freeway when taking off, and this will only last for a few seconds,
because it climbs so quickly.

The Skycar demonstrated limited tethered flight capability in 2003 by hovering only. Scheduled
tethered flight tests, which were to occur in mid-2006, were apparently canceled. Moller upgraded
the Skycar's engines in 2007, and the improved prototype is now called the "M400X". According

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to a 2008 article in the media, a prototype is supposed to be flying in 2012, with certified versions
"a few years later".

Moller International's website claims that only $100 Million has been spent in R & D at Moller
International,

The company is also developing a more advanced model called M600, with an intended capacity
for 6 pasengers or a payload of about 2000 lbs (900 kg).

Operation

A Skycar is not piloted like a traditional fixed wing airplane, and has only two hand-operated
controls, which the pilot uses to inform the computer control system of his desired flight
maneuvers. The Skycar's ducted fans deflect air vertically for takeoff and horizontally for forward
flight.

Rotapower engines

The engines to be used are being developed by a separate Moller company called Freedom Motors.
They are Wankel engines they call "Rotapower" which have a direct drive to a propulsion fan.
Each fan is contained in Kevlar-lined housings with intake screens to provide protection to
bystanders. The Skycar has four engine nacelles, each with two computer controlled Rotapower
engines. All eight engines operate independently and, allegedly, will allow for a vertical controlled
landing should any one fail. The Rotapower Wankel engine would have the ability to operate on
any fuel. Earlier Rotapower models used gasoline.

General characteristics

Capacity: Four passengers

Length: 19.5 ft (5.9 m)

Wingspan: 8.5 ft (2.6 m)

Height: 7.5 ft (2.3 m)

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Empty weight: 2,400 lbs (1088 kg)

Useful load: 750 lbs (340 kg)

Power plant: 4× 'Rotapower' Wankel engines with ducted fans, 180 hp (134 kW) each

Performance

Maximum speed: 330 mph (531 km/h) at 25,000 ft (7620 m)

Cruise speed: 305 mph (491 km/h) at 25,000 ft (7620 m)

Service ceiling: 36,000 ft (10973 m)

Rate of climb: 4,800 ft/min (1463 m/min)

Avionics

Computer control system.

The only flight demonstrations have been hover tests performed by a Skycar prototype that for
insurance reasons was tethered to a crane. The ongoing failure of the Moller Company to actually
fly an M400 led the National Post to characterize the Skycar as a 'failure’ and to describe the
Moller Company as "no longer believable enough to gain investors".

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4.4 Terrafugia-Transition

The Transition is a light sport,

roadable aircraft under development
by Terrafugia, a small startup
company based in Woburn,
Massachusetts.

The Rotax 912S piston engine

powered, carbon-fiber vehicle is
planned to have a flight range of 400
nmi (460 mi; 740 km) using
automotive grade unleaded gasoline
and a cruising flight speed of 115
mph (100 kn; 185 km/h). It does not come with an autopilot.

On the highway, it can drive up to 65 miles per hour (105 km/h) to keep up with traffic. The
Transition Proof of Concept's folded dimensions of 6 ft 9 in (2.1 m) high, 6 ft 8 in (2.0 m) wide
and 18 ft 9 in (5.7 m) long are designed to fit within a standard household garage. When operated
as a car, the engine powers the front wheel drive. In flight, the engine drives a pusher propeller.

The Transition's layout, with folding wings, pusher propeller and twin tail, is similar to
experimental aircraft N8072 built by Dr. Lewis A. Jackson in Xenia, Indiana during the 1960s.

The experimental Transition Proof of Concept's first flight was successful and took place under
FAA supervision at Plattsburgh International Airport in upstate New York using FAA tail number
N302TF. First customer delivery, as of March 2009, is planned for 2011.

General characteristics

Crew: 1 pilot

Capacity:2, pilot and passenger

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Payload: 430 lb (200 kg)

Length: 19 ft 2 in (5.8 m)

Wingspan: 27 ft 6 in (8.4 m)

Height: 6 ft 3 in (1.9 m)

Empty weight: 890 lb (400 kg)

Useful load: 430 lb (200 kg)

Max takeoff weight: 1,320 lb (600 kg)

Power plant: 1× Rotax 912S, 100 hp (75 kW) @ 5800 rpm (max. 5 minutes), 95 hp (71 kW)
@ 5500 rpm (continuous)

Propellers: Prince Aircraft Company, four-bladed "P-Tip" propeller, 1 per engine

Cockpit width: 51 in (1.3 m) at the shoulder

Fuel capacity: 20 US gal (76 L; 17 imp gal)

Length on road: 18 ft 9 in (5.7 m) with elevator up

Width on road: 80 in (2.0 m) with wings folded

Height on road: 6 ft 9 in (2.1 m)

Front wheel drive on road

Performance

Cruise speed: 100 kts (115 mph or 185 km/h)

Stall speed: 45 kts (51 mph or 82 km/h)

Range: In flight 400 nmi (460 mi; 740 km);

on road 600 mi (520 nmi; 970 km) ()

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Maximum speed on road: 65 mph (105 km/h)

Fuel economy in cruise flight : 5 US gal (19 L) per hour

Fuel economy on road: 30 mpg (7.8 L/100 km; 36 mpg)

Avionics

Glass panel; the proof-of-concept airplane includes:

Dynon Avionics EFIS-D100 Electronic Flight Information System with HS34 Nav and GPS
Connectivity

Dynon Avionics EMS-D120 Engine Monitoring System

Garmin SL30 Nav/comm transceiver

Garmin GTX 327 digital transponder

Garmin GPSMAP 496 portable GPS.

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APPLICATION

1. It is used in emergency conditions like accident case.

2. It is used in floods area for escape from that area, natural disaster area .
3. It can used for crossing the river where the bridge is unavailable.
4. It can used to reduce traffic jams. It is used to travel to a place with a short period of time.
5. You can define your own path to reach your planned place.

LIMITATIONS

1. Airspace: Countries where the airspace is already crowded, the flying cars may not be
permitted as they would not prove useful there./moreover, the introduction would cause
increase in nuisance and reduce the safety standards of air-travel.

2. Flying cars use lower altitude to navigate, thus imminent dangers of obstructions due to
long trees, high-tension wires, towers are present.

3. Take-off and landing in flying cars require at least 2 meters long runway in most cases.

4. Bad weather conditions

5. Huge maintenance

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6. CONCLUSION

Flying cars have been around in various forms since the '30s but have never ''taken off". This
doesn't mean that the concept was bad, only that the mechanization always left much to be desired.
Besides bringing immediate benefits in simplicity, cost and reliability to today's flyer, it will spawn
regulatory changes that will open reliable low cost flight to the next generation of fly/drivers to
the point where learning to fly will become a family project just like the rite of passage, learning
to drive. Simultaneously, a whole new industry will spring up to provide these flying cars and to
expand the line into analogues of the entire recreation and commercial vehicle line of today. There
will also be an exploration of the current amphibious and waterborne family of machines for
application of fly/drive technology. The flying car concepts will require some more time to be in
reality. Roadable aircrafts design and development are feasible. Cost of roadable aircrafts play a
vital role in their success. The success of roadable aircrafts will end uncertain weather, rising costs,
and ground transportation.

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REFERENCES

1^Radam, I. F. IOSR Journal of Mechanical and Civil Engineering (IOSR JMCE).

2^Smrcek, L., Klein, S., & Pistek, A. (2016, September). Aeromobile Air Transport System
Design and Testing. In 27th International Congress of the Aeronautical Sciences (pp. 19-24).

3^Lineberger, R., Hussain, A., Mehra, S., & Pankratz, D. (2018). Elevating the future of
mobility passenger drones and flying cars.

4^Varghese, M. R., Nair, M. A., Alexander, M. L. G., Nair, M. S. R., & Moniskhaleel, M. M.
Comparison of Flying Cars since 2000 and Factors considered for its Conceptual Design.

5^Sutherland, B. R. (2019). Flying Cars for Green Transportation. Joule, 3(5), 1187-1189.

6^http://www.wikipedia.com

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