Corporation of Flight, Inc. operates in association with Corporation of Energy, Inc.
WE HAVE CRACKED THE CODE Attempts at practical flying cars started over 85 years years ago in 1934 with the runway based Arrowbile. Attempts at “small duct” vertical takeoff and lift aircrafts started over 65 years ago in 1954 with the Short S.C.1 XG900, which eventually evolved into the British Hawker Siddeley Harrier Jump Jet. Corporation of Flight, Inc. now has the patent pending technology designs to accomplish this ever elusive feat for personal flying cars and vertical lift passenger airships. Developed over a decade ago were the 7 laws of the vertical takeoff and lift vehicle along with a new, from the ground up, digital combustion engine technology. Without these 7 laws, fully functioning flying cars and multi-passenger vertical lift aircrafts would lack practical flight abilities. Due to the recent high global interest in flying cars, we are fast tracking the entire development to deployment process. Technology identified on this site is subject to Intellectual Property licenses.
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LICENSE NEWS: Currently a pending manufacturing license option assignment of up to $50 million is set to be offered to California based Moller International in the near future. Moller International is currently the only pure, public stock market traded, combustion engine flying car company in the world. The current share price is around 1 cents a share. It is believed that with their past market enthusiasm and following, combined with the technology of the Split Power Engine, a $1.00 a share, short term price target is possible. This will provide a 100x value on any investment. Moller’s stock symbol is MLER.
LICENSE NEWS: Commercial. Global commercial airlines are now scaling back the size of their planes and are now changing their aircraft purchase orders. Now 100 to 200 seat transcontinential aircrafts are being sought instead of 400+ seat aircrafts. COF’s 50 and 100 passenger vertical lift aircrafts will be able to fulfill this new direction with the added benefit of more amenities like sky cafe’s and ability to land in more locations. See more at Commercial page.
LICENSE NEWS: Military. The U.S. Army is currently implementing its Future Vertical Lift program to upgrade its vertical aircraft fleet to a next generation of vertical takeoff aircrafts. Currently only two teams are in the running for the up to $100 billion program with proposals based on existing vertical aircraft designs, a smaller tilt rotor airplane and a twin rotor helicopter with a pusher tail rotor. The minimum specifications are 12 troops, 260 miles per hour speed, 527 miles distance, 6,000 feet in altitude, 95 degree Fahrenheit heat operability, tech swapping between aircraft types, 40 x 40 foot max footprint and ability to operate autonomous or manned. COF’s Split Power Engine will allow all of these minimum specifications to be exceeded substantially within a more powerful, functional and nimble aircraft than any competitor. See more at Military page.
LICENSE NEWS: Government. The Office of the U.S. President is now seeking to build 2 next generation of Air Force One’s ready by 2024. Currently the plan is to spend $2 billion on upgraded $350 million commercial jumbo jets. Air Force One allows for 4,000 square feet of floor space. COF’s design calls for 20,000 square feet of floor space with a wide range of additional amenities and defense as well as offense capabilities. It will also have the ability to carry the presidential limo which can also be a flying car. Better logistics, cost savings, efficiency and safety can be achieved. See more at Presidential page.
QUESTIONS and ANSWERS
1. Who developed these technologies? Coalesce Point, Corporation of Flight’s IP development arm first conceived, designed and mathematically tested these technologies over 10 years ago. Because the time was not right, the technologies have sat dormant. We can confidently say that due to the high global interest in personal air vehicles, the time is now right.
2. Who will be able to purchase license options and are they transferable? Any person or company can purchase license options. And yes, they are transferable. License options are considered assets and assets can be traded or sold. Naturally, at this time, license options will be cheaper than license options acquired later.
3. When will I be able to fly or fly in one of these aircrafts? Production of vertical takeoff aircrafts and flying cars will be handled by a variety of future partners. Because COF is the lead developer, the amount of capital that is generated from license and license option sales, investments and enthusiast support on side projects will be a key factor in the determining the time frame that persons and companies will be able to take possession of a flying car or vertical flight aircraft. Part of our fast track process involves building an indoor flight site, where license holders can test the aircrafts prior to FAA aircraft certification, as flying within indoor spaces without certification is not prohibited. This mean no tethered (without a rope) flights. Although flight space will be limited to several dozen feet in any direction, the experience is only second to outdoor flight. This indoor flight facility is valuable on many fronts, as the time frame for FAA certification in the U.S. is an unknown factor.
4. Will other flying car companies and companies be able to license this technology? Yes. Although COF may be associated with some limited development/testing/manufacturing/assembly facilities, the overall business model is intellectual property licensing to third parties.
5. How do you know this engine can make a small duct personal aircraft fly, all have tried and not succeeded? The Split Power Engine is a totally new digital combustion engine technology that reflects the technological age that we are currently in. The 4 stroke engine has roots going back to 1801, the turbine jet engine, 1939, and the Wankel rotary engine, 1929. That being said, when these engines were developed, the thought of computer control did not exist, just mechanical, analog control. Today, although many advanced technologies are attached to these engines, such as fuel injection, spark control, variable volume combustion chambers, and turbo/super chargers, the core technology, the engine, essentially remains the same and could be considered an antiquated platform. The Split Power Engine was designed with precise computer control over every device as the main focal point. It is essentially a digital combustion engine. All of these past engines have at least 1 positive feature, and although not intentional, a better version of such 1 positive feature of each engine is merged within the SPE. The SPE was originally designed for the flying car, whereas today’s flying car developments seek to use off the shelf engines. In summary we have figured out the way to split the speed of rotation from the force that creates such rotation. This split is embodied in the universal power equation horsepower = torque x rpm /5252. This is how we can show that the Split Power Engine can vertically lift a flying car or any other aircraft weight class for that matter. See engine comparison.
6. Vertical lift aircrafts use more fuel taking off, will flights cost more? A modern, runway based, 400 passenger airliner has a wing area of 4,058 sq ft. It has a max takeoff weight of 560,000 pounds. It has a max thrust from two engines totaling 71,000 pounds. From some simple math we can see that 71,000 divided by 560,000 = 12.68%. This means that it only takes less than 13% of the weight as thrust for the aircraft to fly. By contrast, if a similar weight aircraft was to vertically lift upwards, the engine would need to have an equal (and more for vertical acceleration) amount of thrust, all 560,000 pounds. Some simple math shows that a vertical takeoff aircraft would consume at least 1 / 12.86% = 7.77 times the amount of fuel. The good news is that this is only for the time that the vertical aircraft needs to reach its cruise altitude, minimum forward speed and for landing. A small single engine propeller aircraft climbs at a rate of 700 feet per minute, helicopters, 1,300 fpm and commercial jets, 2,000 fpm. So if an altitude target of 5,000 feet is sought, a 500 fpm rate of climb would take 5,000ft / 500fpm = 10 minutes. The extra fuel costs created by vertical takeoff are eliminated because of other costs associated with runway based aircrafts. These costs range from tire replacement, landing fees, land costs, insurance, plane inspections, deicing, etc. So no, the flights will not have to cost more, considering these scenarios. However we expect the price of the ticket to be a little more considering the perks; restaurant/bar, side viewing scenic seats, more leg room, roomier and more bathrooms, more landing places. And that’s just for economy passengers.
7. How fast can vertical takeoff aircrafts go? A modern, runway based 400 passenger airliner cruises at 560 miles per hour and can fly 7,635 nautical miles at an altitude of 43,000 feet. Whereas the acceleration of an aircraft is based on its weight (mass) and drag, the velocity, i.e. cruise speed, of an aircraft is primarily based on drag. That being said, today’s aircrafts are aerodynamic tubes which have minimum air drag. COF’s aircrafts are more like flying wing bodies and will have a larger drag. This means that either the vertical aircraft must have a greater horizontal engine thrust or must fly slower. The ideal speed is 375 miles per hour. This means that a 3 hour flight at 560 mph would take 560/375 x 3hours = 4.5 hours. This 1.5 hours of extra flight time will be offset due to the fact that the vertical aircraft can land anywhere so car travel time to an airport is shortened, no need for the aircraft to sit in takeoff queue on a runway, no need to fly in holding pattern circles due do runway congestion, all of which can add hours to a trip. Additionally, due to the extra space and double entry doors, the vertical aircrafts will load passengers quicker. Since airports will be smaller, and vertical airports in the heart of a city a strong possibility, the entire bag, carousel and security check can be reconfigured and the 2 hour recommended arrival time shortened.
8. How safe will the flight be? It is believed that vertical aircrafts will be safer than runway aircraft. Although runway aircrafts are very safe, both takeoff, cruising and landings have their risks. Tire blowouts, metallic fragments on the runway, wing problems, ice buildup, stalls (when an aircraft flies to slow, etc), can’t glide or float on water, and other things. We must remember that a small piece of metal on the runway brought down the entire supersonic Concorde aircraft program. COF’s vertical aircraft designs do not have these deficiencies. And although vertical aircrafts cannot glide without power, parachutes can be deployed and soft and targeted landings via thrust vectoring is possible.
9. How will air traffic control work? Corporation of Flight has developed a air traffic control system called the VAHST - Vector Air Highway System of Transportation. While many in the air control, aviation and flying car industry envision a complex network of one and two person autonomous flying machines flying every which way, COF views an air system that can be run with or without a computer. If all else fails, a compass and an altimeter is all that is needed to preserve the integrity of the system even with hundreds of aircrafts in a small area..
10. How much will the aircrafts cost? Prices have not been determined as of yet but the market typically sets prices. Additionally there will be a variety of options from purchase, to lease, to single trip rentals and personal taxis. One can expect flight tickets to be competitive to current applications such as multi-passenger and private flights.
11. Who is your competition? Our competitors are not airlines per se but technology. Our competitors are all of the wing based aircrafts, from small single engine aircrafts to intercontinental airliners. Our competitors are also all helicopters. Since COF is a licensor, these companies who currently build and use these existing technologies will have the opportunity to transform into building and flying vertical aircrafts.
12. What are the specifications of the aircrafts? There can be numerous categories of aircrafts but some key categories are 2 to 4 person roadable flying cars, 6 to 10 person stretched (limo or SUV style) roadable flying cars, and 10 to 50 person wide flying wing bodies. Whereas today’s aircrafts have fixed performance specifications within a narrow range, each of COF’s aircrafts have specs in a wide range. This is due to the use of the Split Power Engine. Because of its plug-n-run design, rotational power can be added or subtracted within minutes, a vertical aircraft that could fly at 125 mph can now fly 175 mph, or 10,000 feet can now reach 20,000 feet, or 1,000 pounds in cargo to 3,000 pounds. see aircraft types.
LICENSES Corporation of Flight will soon be making available an assortment of intellectual property license options. These license options will cover all areas from manufacturing, distribution and retail licenses, to pilot, passenger, freight, travel agent and takeoff/landing location licenses.
Fly Anywhere at a Moments Notice
Corporation of Flight’s vertical takeoff aircrafts and flying cars, are powered by the most powerful combustion engines that can exist, Split Power Engines. Power in any engine is determined by only two factors, rotational force and rotational speed. Max rotational speed can only be accomplished via a free spinning rotor, aka a flywheel. The Split Power Engine has this feature. Max rotational force, aka torque, can only be accomplished by “blasting” gases at a 90 degree angle to the radius of this rotor-flywheel. The Split Power Engine has this feature. That’s it. Its design follows the mathematical laws of ideal geometry and maximum physics. This is why you have not seen vertical takeoff aircrafts and flying cars in the sky. All other existing combustion engines either lack the rotational speed and have the rotational force or have the rotational speed and lack the rotational force. Vertical takeoff aircrafts require high levels of both.