VTOL Aviation Ltd
Introduction
We have successfully developed and proven new forms of VTOL (Vertical Take-0ff and Landing) Aircraft. This has been a very comprehensive research project extending over many years and included the construction and wind-tunnel testing of prototype rotor systems. We acknowledge assistance from Auckland University who developed the rotor theoretical analysis, Gurit Asia Pacific, CAA, and others:
We refer to our work as “The LRC Project”, which is the most ambitious and innovative new technology in the history of Aviation and will capture new world markets worth billions of dollars.
LRC Technology will also reduce the world’s CO2 emissions and save planned expenditure on Rapid Rail, and airport facilities that will no longer be required as we are going VTOL. This project is multi-pronged:
- Carbon free superior performance VTOL aircraft that will replace all the world’s helicopters and short-haul fixed wing aircraft, reducing CO2 emissions by 600 million tons per year.
- The introduction of superior high-lift VTOL aircraft that can carry +100 passengers, which is double what is possible on today’s technology.
- VTOL aircraft that are safer, less noisy, lower cost, more efficient, and self-stable.
- “Modular Construction” which introduces a new low-cost method of composite fibre construction for aircraft, and a flexibility to fleet operators whereby the aircraft’s primary functions can be changed from passengers/fighting firestorms/emergency evacuations/fly in relief/hospitals/ surgery rooms/infrastructure repairs caused by Global Warming which is an ever-increasing threat to our modern-day, but very dirty, society.
- Air services to the provinces by eliminating the need for costly traditional airports.
- Large airports have 10,000 ft of concrete runway, and about 3,500 hectares of flat land, in contrast we need a landing pad about the size of a tennis court.
- 66% of the land transport to these large airports will be eliminated thereby further reducing CO2 emissions with proposed Rapid Rail projects no longer required, thereby saving billions of dollars.
- Likewise achieving further savings by removing the necessity for ever larger passenger terminals, saving millions of dollars.
- A market potential of billions of dollars and employing over 4,000 staff.
The highly respected Porsche Consulting group predicts that by 2035 there will be 23,000 carbon free VTOL (Vertical Take-off and Landing) aircraft in the world with an estimated market value of US$74b, and the passenger market alone US$32b.
We believe that will happen five years earlier.
A Summary of the Impact of LRC Technology.
- · Provincial towns world-wide will now be able to provide passenger and freight air services as they will only require low-cost small landing and take-off pads about the size of a tennis court.
- · Global Warming causing massive infrastructure damage to roads, bridges, and tunnels is driving the market for new heavy-lift VTOL aircraft. LRC Technology with +100 passenger, or equivalent freight capacity, will capture all that market, being double the efficiency and twice the lifting capacity of existing VTOL technology.
- · The insanely expensive Airports of today with their 10,000ft concrete runways, and 3,500 hectares of land will lose 66% of their aircraft traffic, with only trans-continental aircraft left to pay the substantial landing fees.
- · The planned infrastructure of Rapid Rail and such, from CBDs to these Airports will no longer be required, saving billions of dollars.
- · The planned larger and larger Airport Terminal Buildings for these monster Airports will never happen, more savings.
- · VTOL Airports will be a thousand times smaller and dotted through the CBD and surrounding areas.
- · Today’s Short-haul aircraft (under 2.5 hours flight time) pollute 600 million tons of carbon per annum into our upper atmosphere and will all be progressively grounded as soon as viable alternatives are possible, which France has already done, and the EU is about to follow.
- · The demand for a replacement for the hideously expensive and dangerous V22 Osprey (currently grounded) will be the bigger, better, safer, quieter, more efficient LRC technology (6.4kg/kw compared to 3k g/kw), which we have proven. Note, these efficiency figures are “Hover Efficiencies” i.e. They give the actual lift generated for each kilowatt of power.
- · Replacement for the 65-year-old High-lift Chinook helicopter which is presently benefiting from the revival of Heavy Lift VTOL aircraft caused by Global Warming. A recent order for 60 such aircraft at a cost of US$32m (NZ$53m) each, has recently been placed by Germany.
- · LRC technology has an efficiency of 6.4kg/kw which is four times the Chinook efficiency of 1.6kg/kw, and costs less.
- · The Chinook has two rotors and cannot fly on one. We have multiple rotors and can fly even when reduced by 25%.
- · Our VTOL aircraft are self-stable and hence ideal for Autonomous Flight.
- · Tail rotors and booms are not required, saving a further 12% power.
- · Anti-torque is provided by gravity.
- · We eliminate any tilting of engines and wings. LRC Rotors can direct rotor thrust the full 180 degrees, effortlessly, and safely.
- · Range exceeds that of helicopters.
- · Air speeds that exceed helicopter maximums.
- · Ejection seats are now practical.
- Our aircraft use more compact horizontal axis rotor blades that can carry higher loadings. We commissioned Gurit Asia Pacific (Carbon fibre manufacturers), who have an office in NZ, to carry out a stress and fatigue life analysis for the proposed blades of our initial aircraft, the LRC-2. Their analysis was successful, and copies of their report are available.
- · Our aircraft are carbon free using hydrogen fuel, and the planned demonstration 2 seat VTOL aircraft will use “drop in” hydrogen components from the existing hydrogen powered motor vehicle industry.
- · We introduce a dramatic new form of aircraft construction which we call: “Modular Construction”. This is a system whereby aircraft can be built much more simply and at lower cost. NZ has little expertise in aircraft manufacturing, but Modular Construction changes all that with composite fibre construction which well within the capacity of the NZ Super Yacht boat manufacturers. One such company has confirmed they are interested in such sub-contractor work.
- · Multiple configurations of an aircraft are now possible. Each aircraft has a standard flight deck and a service module in the tail, to which additional self-contained “fuselage modules” are added for the intended application such as: 16,32,48,64,80,96 passenger aircraft composed of multiple 16 passenger modules. Alternative fuselage modules may also be used for multiple applications: Freight, fighting firestorms, emergency evacuation, field hospitals, super long range fuel tanks, rocket or gun platforms, parachute drops.
- · Modular changes take less than 24 hours and are done in the field.
- · Rotors are generally powered by electric hub motors which are more reliable, quieter, and less costly, removing the necessity for gearboxes, shafting and bearings.
- · Best VTOL performance is achieved using hydrogen fuel which is virtually weightless. Hydrogen infrastructure is not far away. China has now decided that hydrogen is better than batteries and has commenced the hydrogen refuelling infrastructure throughout their Nation. This is a major benchmark decision that other countries will now follow.
- · Hydrogen is available throughout the Universe, and with NZ’s high percentage of renewable electricity it is the ideal CO2 free fuel for aircraft.
- · The flexibility of Modular construction is endless. For instance an aircraft to circumvent the world without refuelling is now a distinct possible.
- · NZ and Australia have very extensive protected fishing zones. The above versions of Modular construction could monitor these vast areas continuously. LRC technology is also self-stable and therefor ideal for autonomous operations
- · The Tourist Industry will have VTOL “Mobile Homes” aircraft that take their guests far off the grid, to inaccessible mountains and lakes.
- · Our carbon free aircraft use hydrogen fuel, and the planned demonstration 2 seat VTOL aircraft will use “drop in” hydrogen components from the existing hydrogen powered motor vehicle industry who are very interested in expanding the hydrogen market.
Further extensions of our technology include Flying Pallets for short-haul extra heavy lifting, such as ship to shore, and capturing and returning rockets to launching pads. Refer to our P.P. presentation.
Who We Are:
We are a small team of scientists and professional engineers with a serious interest in VTOL aviation as we see this as the future of Short-haul flight.
In our team we have Professor Dale Lovelock, Dr of High Energy Physics, and a Fellow of the American Society of Medical Physicists. Dale is an American/NZ citizen presently based in NY. Jack Lovelock B.E. (myself) with many years’ experiences in innovative technology, I have filed over 40 patents and my previous company was rated the most innovative in N.Z. (ISBN o-908610-43-2). Mike Kelly B.E. Mechanical engineer and previous partner in Beca Consulting (4,000 staff), Jonathan Kennerley C.A.
We also have numerous professional science and engineering contacts who have also become intrigued with our ideas and generously offered their assistance free of charge. The greatest contribution was from Auckland University Head of Mechanical Engineering Dr Peter Richards in particular, was intrigued by the LRC technology and provided over 18 months of support including a theoretical analysis that was tested against actual rotor performance in their wind-tunnel.
New VTOL aircraft based on LRC Technology.
Our rotor technology has also been comprehensively prototyped, and independently peer reviewed by Composite fibre engineers, safety inspectors, an ex-chief inspector of Air Accidents, consulting engineers, and Auckland University (AUC) School of Engineering who reviewed our work, and over an 18-month period carried out wind-tunnel testing on 1/3 scale prototype rotors.
These VTOL aircraft will range from small drones up to the largest ever VTOL at +100 passengers, which is double the performance of any existing commercial VTOL aircraft.
The heart of our technology are the horizontal axis rotors either side of the aircraft with each rotor pair powered by single hub electric motors, and joined by a yoke structure that is fixed to the upper fuselage. We refer to this as a Rotor Module .
We plan a 2-seat demonstration VTOL aircraft (The LRC-2) with similar performance to the Robinson R22, which has just a single rotor module. We expect to sell over 5,000 of these aircraft at a cost of approx. US$300,000 dollars each.
Larger aircraft have larger rotor modules, each of which are self-contained with their own fuel tanks and motors. For example, a 16- passenger self-contained rotor module now becomes a “Fuselage Module”. (see below)
. More details on Modular construction follows.
The Market Demand for High-lift VTOL aircraft.
The Chinook is 63 year old technology heavy lift helicopter that has no competitors. It has been incredibly successful with a recent order from Germany for 60 aircraft at a cost of US$2b .
We are grateful for recent public comments by US Army Chief of Staff Gen James McConville who says.
"The Chinook's going to be around for a while, it really is."
and Ed Hassiepan, Chinook's business manager says.
"There is nothing on the drawing board for heavy lift helicopters.”
Boeing's Chinook factory employs 2,000 staff and has recently delivered its 1000th aircraft.
From the above we conclude:
Our 50 seat LRC heavy lift VTOL aircraft will be lower in cost, and with modular construction can be expanded up to +100 passenger capacity.
Thanks to comments by James & Ed, we can confirm that the heavy-lift VTOL market is highly active and will become even more so with increasing evidence of the effect of Global Warming, and the availability of new more efficient aircraft that we will supply.
LRC technology with its more compact rotors and up to four times the efficiency (Fig 4), will dominate this VTOL market. Chinooks pollute CO2 into the atmosphere, and in France they would be grounded by law. This drastic action will become even more prevalent as carbon free LRC aircraft become available.
Specialised firefighting modules may have a complete module acting as a super large water tank that will extinguish severe bush fires much more rapidly than helicopter buckets.
Military Applications.
1) The US Marines have expressed their concerns for years over their Number One problem: “Getting marines and their equipment from ship to shore such as moving a 60 ton tank from aircraft carrier to shore. With LRC technology, the tank may be fully manned and in attack mode with rockets and small arms. This is done using flying “pallets” as described in the attached PP presentation.
The pallet may be tethered by, say, a 100m cable to a water or land borne vehicle carrying the fuel, or alternatively fully airborne.
2) Elevated rocket launching platforms that can ascend and descend quickly back to cover.
3) Recovering rockets that have returned from high altitudes, or space. A specialise “Pallet” captures the rocket as it descends into the atmosphere and returns it to its launch site. (See PP presentation).
4) With larger downdraft area there is reduced dust generation compared to the V22.
5) With extended redundancy, rotor autorotation, simple change of thrust direction thereby removing the necessity for complex and costly tilting wings or motors, and provides a radical improvement in efficiency, safety, and cost.
6) Flexibility is dramatically increased.
Crew can eject vertically from the aircraft
7) Position and/or evacuate troops more safely, and with double the capacity of the V22, our aircraft will deliver a faster “door to door” performance when troop numbers exceed 50.
8) Provide emergency relief in disasters: flooding, forest fires, E/Q, collapsed infrastructure such as bridges, tunnels, and roads.
9) Fly in complete field hospitals including operating theatres.
10) LRC modular construction adds to the potential to replace the presently grounded V22 Osprey with double the passenger capacity, the elimination of tilting motors, a major improvement in safety, reduced complexity, self-stable, increased range, lower cost.
11) Marine versions of LRC technology would be of catamaran format with two fuselages
side-by-side and linked by a suitable structure. Fuselages would float with the ability to launch smaller vessels manned by Marines.
LRC Carbon free VTOL technology.
Short-haul aircraft dump 600 million tons per annuum of CO2 into our upper atmosphere which is causing increasing alarm in many countries. France has recently grounded all short-haul aircraft and the EU has indicated it will soon follow suit.
Zero Carbon hydrogen fuel is most promising due to its almost zero weight.
Hydrogen Infrastructure is currently in the “Chicken or the Egg” zone but within three years this will change.
It’s time to get ready.
The Market.
The world market for existing VTOL technology is $30b. LRC technology has the potential to capture that market, and then double it.
The short-haul aircraft industry has estimated that in the 20 to 50 seat range, between 1000 and 5000 new aircraft would be required if Govt laws, as has happened in France, forced the industry to change to CO2 free replacements. At an average cost of US$20m per aircraft that equates to US$20,000m to US$100,000m.
Our first VTOL aircraft is the LRC-2 (250kg payload) which has similar performance to the Robinson R22 which has sold 4,600 aircraft at a cost of US$300,000 each. A market size of $1,380 million.
With zero carbon, and increased efficiency we expect to gain most of that market.
The Transformational Impact of VTOL Technology
on the Aviation Industry.
Wide bodied Jets need 10,000 ft of concrete runway to take-off. Those very long runways need about 3,500 hectares of flat Real Estate located remotely from populated areas due to the aircraft’s long approach and departure paths, and the associated noise nuisance.
Civilian VTOL aircraft will not operate from those monstrous airports, other than to pick up, or drop off international passengers, but will land and take-off from pads located close to the CBD and its surrounds. These pads will be existing rooftops, floating pontoons, dedicated buildings with car parking on the ground floor, passenger waiting areas, office, retail shops next floor(s), and landing & take-off on the roof.
Small Regional areas world-wide will now be able to afford regular air services, flights will be more frequent, ticket prices will be lower, door to door travel times will be reduced, and many families will now own their own VTOL aircraft. Future holiday mobile homes can now be in VTOL form, and tourist industries will blossom as they will no longer be restricted by the roading grid but will now have easy access to some of the world’s mountain and lake districts, well off the grid.
Additional side-effect benefits will make a significant impact on the existing Aviation Industry. Short-haul aircraft will all be carbon free VTOL and will no longer be using those large airports, passenger volume at these old-style airports will shrink by 66%, as will the road traffic density, and pollution, both to and from the Airport. Planned rapid rail from the CBD to those very large airports will no longer required, saving perhaps US$20b, and enlarged departure lounges, costing, say, US$1b will not be require. Even commuter travellers will travel by VTOL aircraft reducing motorway snarl ups, harbour bridge congestion, extending the life of existing bridges, tunnels, parking buildings and motorways.
None of this is new.
The respected Porshe Consulting Group predicted all this would happen five years ago.
Simplified and lower cost production.
LRC Technology aircraft are predominantly composite carbon fibre, and once moulds are completed modules can be manufactured rapidly and at much lower cost. This phase of manufacture being done by subcontractors, many of whom have extensive experience with complex composite construction of luxury and winning America’s Cup yachts.
Both Boeing and Airbus are likewise recognising the advantages of carbon fibre technology - lighter than Aluminium and stronger than steel - and moving to subcontracting major components.
Hydrogen related technology, along with instruments, is available from off-the-shelf suppliers.
LRC Modular construction.
We introduce new methods of VTOL aircraft construction whereby large LRC aircraft are composed of a flight deck and a tail service module, with the balance made up of interchangeable “fuselage modules” modules that may be:
freight, passenger, bushfire fighting, emergence evacuation, hospitals.
With hydrogen gas as a fuel, then fuel weight becomes insignificant, and fuel tanks are light weight composite fibre. Therefore aircraft range can be extended simply by providing more fuel tanks. A complete LRC Module comprised solely of fuel tanks would extend the range significantly.
Fleet Operators can add or subtract these modules to suit fluctuating demands.
Modules are interchangeable in the field by the fleet operator in under 24 hours.
A world first.
The LRC-2 Project:
We are ready to proceed to the design and building of a small 2 seat demonstration aircraft that will prove LRC rotors in full scale and will provide the essential free-flight performance of LRC technology.
This is the LRC-2 which will have similar specifications the very popular Robinson R22.
Motor torque is now in the vertical plane. Anti-torque is provided by a tail boom with a vertical axis “pitch trim) and by adjustment of the Centre of Gravity (CG), anti-torque is generated. To facilitate this there are load cells in the landing gear which provide a panel display of the CG prior to take-off. Safety limits are set, and ignition disabled if seriously askew. Pilot and passenger seats and electrically adjustable to move the CG as required.
A light boom, say 100mm in diameter, has a propellor driven by a vertical axis electric motor that provides a fine trim pitch adjustment. Sudden changes of motor thrust are unlikely as there is considerably more inertia in the rotors than in a helicopter.
Peer Reviews
Professor Peter Richards of Auckland University provided considerable assistance to the LRC Project when it was at an early stage of development, and there are 3 reports covering this work. He states:
There is no doubt that it is feasible to generate lift.
…it may be possible to create large efficient rotors…
Analysis of the Lovelock Rotor Craft (LRC) concept has shown it is theoretically possible to use a cylindrical rotor in the manner proposed.
The cylindrical rotor has the advantage of a large plan area and has no need for a tail rotor.
Gurit Asia Pacific (Carbon Fibre Manufacturer) carried out a detailed analysis on the blade design for the LRC-2 demonstration VTOL aircraft, including stress levels and fatigue life. He concluded:
…..a carbon composite blade construction is likely to be feasible for the expected loadings in the LRC-2 craft.
Several other independent reviews are available.
The Business Plan - Introduction
We have reached the stage where we wish to progress to full scale captive testing up to 550 rpm of the LRC-2 Rotor. Measuring lift, hover efficiency, a closer examination of possible Magnus Effect, and experimental testing of some new ideas to further reduce noise from blade tip vortex.
For the commercial market we also need CAA approval and are planning to commence this process ASAP. CAA have agreed to assist in this by checking and approving the rotor while under bench testing. This will require the design, manufacture, and testing to be checked by CAA approved consulting engineers, and we have had discussions with such parties.
Stage 1 Business Plan: June 2024 to June 2025 – 12 Months:
Lease a high stud premises to conduct the rotor tests, and act as an office.
Engage a chief engineer and secretary.
Establish an office, second-hand car, computer, phones etc.
Finalise design of rotor blades and support arms for the LRC-2 aircraft.
Engage CAA approved consultants.
Officially register with NZ CAA and begin compliance requirements.
Use contractors to build moulds for rotor blades and support arms.
Use CAA approved consultants to construct blades, support arms, and the Yoke frame.
Set up facilities and safety measures to evaluate full scale rotors, possibly to destruction level.
Purchase galvanised light trailer used as a base for rotor testing.
Construct hinged tower structure mounted on the trailer, on which to test the LRC—2 Rotor.
Purchase and install rotor drive motor.
Carry out lifting and efficiency testing using load cells and strain gauges with particular attention to fatigue life of all components.
On satisfactory completion of these tests, carry out further tests on some new ideas for increasing lifting performance and further lowering noise levels.
Estimate Budget US$5.0m. Elapsed time: 12 months.
Successful testing of the LRC-2 full scale rotor is a milestone. We will be flying.
Stage 2 Business Plan: June 2025 to June 2026 – 12 Months:
Design and build a classy fuselage, mostly composite fibre, and install the pre-tested rotors. Aircraft must fit into a standard container, with rotors dismantled, but installed in the container.
Design and build to CAA standard undercarriage complete with permanent load cells and instrumentation for on screen C of G prior to take-off.
Small helicopters such as the R22 are a significant multi-million-dollar market in which the LRC-2 will soon be a major player.
Review available hydrogen car technology. Several are “off the shelf” packages and will be “drop in” components, including fuel tanks, energy cell, valves, and instrumentation.
Install this hydrogen package in the light trailer providing a mobile unit that can travel to hydrogen refueling sites. (These could be in short supply in the early days.)
Purchase load cells and install.
Install the fuselage above the hydrogen unit and commence lift testing.
Install autonomous flight instrumentation. Test fly.
Install aircraft parachute and commence manned pilot only plus 90kg dummy passenger.
Overseas travel and accommodation to Hydrogen fuel conferences.
Patent Attorney fees.
Estimate Budget US$8m. Elapsed time: 12 months.
Stage 3 Business Plan: July 2026 to July 2027 - 12 Months:
With the pending IPO, professional marketing is required. Press releases, TV interviews, and international air shows such as Oshkosh & the Paris Air show.
Engage Marketing manager, and hire Publicity and Marketing consultants.
Glossy brochures on the future large scale LRC aircraft with important notes on zero CO2, which by 2026 will be a serious topic for discussion.
+100 passenger VTOL aircraft will be a shock to the established Aircraft industry.
Promote Modular construction, ultra safety, and the opportunity for existing helicopter companies to obtain manufacturing licenses?
There is also a temptation at this point to build a second LRC-2 as a back-up?
Estimate Budget US$10m. Elapsed time: 12 months.
Total Project: US$23.00m. Total Elapsed time: 3 years to an IPO.
Accommodation & Staffing:
We plan to rent a relatively small office, and equip it with usual office equipment: desks, chairs, phones, PC, printer. As most of the work will be done by consultants under our supervision, staff level will be initially limited to a new CEO, chief engineer, assistant, and secretary. As the project proceeds staff levels will rise accordingly.
The new CEO will be Professor Dale Lovelock, Dr of High Energy Nuclear Physics, and a Fellow of the United States Society of Medical Physicists. Dale has been involved in the LRC Project since its conception and has dual US & NZ citizenship. He has lived in the USA throughout his career and is internationally recognised in his field.
My role, as originator of the entire project, will be limited to a free ranging responsibility for the project, maintaining an overview, and investigating new concepts, and assisting as and when required.
I have a proven record in innovative engineering, my previous company rated the most innovative in NZ, by Auckland University. (ISBN o-908610-43-2).
Mike Kelly, mechanical engineer , and a past director of Beca Consulting (3,000 staff), remains a director of VTOL Aviation Ltd, as he has been since the company’s beginning.
Jack Lovelock B.E. May 2024
Our aircraft will dominate and revolutionize the short-haul aircraft industry. being VTOL they will no longer use the massive and costly traditional airports with their 10,000 ft runways, and 3 or 4 thousand hectares of prime land, planned rapid-rail systems to and from these massive airports will no longer be required (Saving $25b in the case of Auckland Airport) . Landing and take-off pads will be within and surrounding the CBD , door to door travel times will reduce, flights will be less costly and more frequent, and provincial areas can now afford an Air service.