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WHITE PAPER I’M AERO White paper - I’M AERO First and the only ultralight coaxial helicopterThis document is not a securities o ering or a scheme of collective investment, nor does it require the registration or approval of the Monetary Authority of Singapore. The participants are advised to carefully read this document and be cautious when investing funds.1. Introduction2. Company’s products and their description2.1. Ultralight aviation and coaxial system in helicopter industry2.2. Manufacturing facilities of I’M AERO2.3. Application range of the helicopters of I’M AERO2.4. Review of the models and technical peculiarities of theI’M AERO helicopters2.4.1. Ultralight airplane Nestling 212.4.2. Ultralight coaxial helicopter Helicopter R-342.4.3. Unmanned aerial vehicle Aerobot A-342.5. Geography of product application3. Implementation of the blockchain4. I’M AERO meets market needs5. Business model6. Marketing research7. Roadmap of the Project8. Project team9. Structure of the Token Sale10. Jurisdiction11. Contacts* The current version of White Paper is not final and can be adjusted. The finalparameters will be presented a few days before the Token Sale starts.The aim of the Project is to create a series production of ultralightI AM AEROaircraft that meet the needs of the population at the level of everyday use,as well as to meet the challenges of private business and the demands of government agencies.I’M AERO is a specialized aviation enterprise engaged in the design,development and production of manned and unmanned aerial vehicles.We are engaged in design engineering and produce ultralight aircraft helicopters,airplanes, UAV Unmanned Aerial Vehicle.The sta of the employees is 37 people and consists of the specialists with thehigher technical aviation and engineering education, the work experience in the field ofaircraft production from scratch at the country s main aviation enterprises is numbered indecades.Engineers and designers of I M AERO have developed and patented a helicopterwith a coaxial design that has no analogues in the world market. Such helicopters aredistinguished by high reliability, low noise, high e ciency at the ratio of power per massunit.All aircraft can be equipped with an unmanned or optionally piloted system. Thiswill allow flying without substantial training with a minimum training course of 72 hours.All the manufactured and designed aircraft are developed in accordance with theAirworthiness Requirements for rotary aircraft of the standard category - AП27 RussianStandard, harmonized with the relevant Airworthiness Requirements of Europe - CS27and of the USA - FAR27. When designing the structure, special attention is paid to failoperational capability based on the US Standard MIL-STD-12900A.Introduc onMain theses Exis ng innova ve produc on.Unique design coaxial scheme of propellers.Experienced manufacturing of electric models and unmanned aircra systems.Ultralight aviation abbreviated ULA is the category of manned aerial vehicles, themaximum take-o mass and stall speed of which does not exceed certain valuesestablished by the local aviation authorities. Usually this take-o mass is up to 500-600 kg.In the case of the company I M Aero, it is a manufacturing line of aircraft capable ofcarrying passengers, as well as additional modules and cargo.Helicopter engineering is a relatively new sector of the aviation industry.A helicopter is an aerial vehicle heavier than air. The main di erence between ahelicopter and an airplane is that the lifting force necessary for the flight of a helicopter isnot created by the wing, but by the main rotor. At the helicopter, the power from thepiston or turbo-propeller engine is transferred to the main rotor, which, in addition to thelifting force, creates the forces and moments necessary for the translational motion of ahelicopter and for its control.Helicopters can- get o the ground vertically upwards without a preliminary take-o ;- immovably hover over the designated point;- move in any direction forward, sideways, backward;- lose height vertically and make a landing without running.In the event of engine failure, the helicopter is capable of landing in the self-rotationautorotation mode of the main rotor.In civil aviation, helicopters are used for supply and passenger transportation, patienttransportation, postal communication, for installation operations, for pest control, ineral exploration and forest fire fighting, for marine fish exploration, etc.What is helicopter and what is unique about the coaxial system for helicoptersNestling 21Ultralight airplaneHelicopter R-34Coaxial helicopterAerobot A-34Unmanned aerial vehicledrone2. Company’s products and their descrip on2.1. Ultralight aviation and coaxial system in helicopter industryCoaxial scheme is a scheme in which a pair of parallel-mounted propellers rotate in theopposite directions around a common geometric axis. On rotorcraft, it allows to mutuallycompensate the reactive moments of a pair of main rotors, while preserving the mostdense arrangement of drive gears.This type of models has much more stability incomparison with the classical scheme, whichmakes the model ideal for beginners and / or flightsin a confined space.The coaxial main rotors allow to obtain the requiredthrust force with a relatively small diameter of thecarrier system, since the swept area is well usedand the lower rotor sucks the additional air from theside. The helicopter with coaxial lifting propellers has relatively small dimensions, is compact enough, which simplifies its maintenance, storage, transportation, extendsthe field of its application. Small dimensions, reducing themass distribution, create small moments of inertia, so thehelicopter has large angular rotation speeds, as well asmaneuvering advantage.Symmetrical aircraft configuration with minimal propelleradjustment simplifies piloting in rough wind conditions,which is especially valuable when working in a ship-basedor mountainous location. Absence of a bulky tail boomfacilitates piloting at low altitudes, improves flight safety over ough terrain, simplifies the implementation of forced landings. Transition to the self-rotation of the main rotors mode and helicoptertraining are simplified. Eliminating losses on the tail rotor drive makes it possibleto reduce the diameter of the main rotors, since the use ofengine power is improved. Reducing the length of thepropeller blades leads to the reduction in the weight of the helicopter construction and to the increase in the weight-return coe cient the ratio of the disposable load to theairborne weight. Fundamentally, a coaxial helicopter can provide a lower level ofvibration, if the loads from the propellers are in anti-phase. The lower diameter of the main rotors, the greater number of blades and the absence of the power shafts passing through the fuselage also contribute to reducing the level of vibrations. However, in comparison with the classical scheme with an antitorque propeller, thecoaxial scheme is much more di cult technically and constructively.Advantages of the coaxial scheme over the classical one has a long list No loss of powerto the antitorque propeller 10 . 12; the higher e ciency by 15 of the coaxial mainrotors at flight speeds up to 100 km / h with equal engine power makes it possible toobtain a higher thrust force by 30 of the carrier system. This increases the hoveringceiling by 1000 m and doubles the climbing speed. Aerodynamic symmetry and theabsence of cross-links in the control channels simplify piloting, which is especiallyimportant when flying at low altitude near obstacles. Such machine has a significantlylarger range of sideslip angles, angular velocities and accelerations over the entire rangeof flight speeds. Relatively small moments of inertia, which are a consequence of thecompactness of the coaxial-type helicopters, provide e cient control.There are also several disadvantages the structural complexity, the di culty in installingthe mast-mounted equipment.Disadvantages of the classical schemeStudies conducted by the US Army showed that the antitorque propellers are responsiblefor 10 of helicopter incidents. During the battle actions in Vietnam, the US Army lost256 helicopters because of the failure of the antitorque propeller when striking againstvarious obstacles or breaking the transmission shaft. In addition, presence of theantitorque propellers increases the danger to the ground support personnel, thevulnerability and weight of the construction, makes maintenance di cult, reducessurvivability, complicates longitudinal alignment and arrangement.The antitorque propeller is the source of periodic excitations transmitted to the structure.The loading of the antitorque propeller is characterized by a significant unsteadinesse ect of external forces, which occurs due to the influence of periodic pulsations of thevortex sheet from the main rotor. At present, there are no computational scapable of calculating with su cient accuracy the loading conditions for the antitorquepropeller. All this reduces the service life of the antitorque propeller and elements of itstransmission. When the loading on the main rotor increases, the relative size of theantitorque propeller increases, which leads to the increase in the weight of the entirecompensation system and the tail boom. The antitorque propeller is susceptible to thedamage from impacts of gravel and other objects lifted from the ground by the main rotorstream during the take-o and landing, or pieces of ice discarded by the main rotorblades during the ice ation. The antitorque propeller of most helicopters works insemi-stalled conditions operating at the altitude limit with maximum load. Velocitysaturation of the steady turn on the hover is determined by the loading parameters of theantitorque propeller. s to improve its e ectiveness have been researched.Increase in filling of the antitorque propeller leads to a significant increase in the load inthe control system. Increase in the tip speed leads to a significant increase in the noisegenerated by the antitorque propeller. The use of asymmetrical profiles, although itincreases the e ciency of the antitorque propeller in a small range, results in a loss ofperance in the autorotation mode and complicates the design of the blades. Thus,the antitorque propeller has a small stall margin in the ultimate helicopter flightmodes.There are fairly strict flight restrictions on the angular velocity of the helicopter’shovering turn, determined by the rate of deviation of the pedals, but in reality – by the rateof change in the pitch of the antitorque propeller, as well as the yaw angular rate. Theyare caused by the increase in the loading of the antitorque propeller, which is unfavorablefor the dynamic strength and blade life.In the right downwash mode, or when the main left-hand rotor turns left, the helicopterbecomes statically unstable, since the pitch of the antitorque propeller, required forbalance, increases, especially for the antitorque propeller with the backward movementof the lower blade. In this case, the required value of the blade angle of the antitorquepropeller blades can reach the limit values at a high lateral speed. Such behavior patternof the antitorque propeller is caused by the e ect on the antitorque propeller by the vortexsheet from the main rotor. In this case, the movements of the directional control pedalsrequire increase in the antitorque propeller angle, which is a reverse reaction to thenatural decrease in the angle in these modes.The e ect of this phenomenon will be the stronger, the greater the load on the main rotoris. In addition, such yawing instability is manifested at the di erent angular velocities ofthe helicopter during a turn with a constant position of the pedals, depending on thesideslip angle. In general, hovering turns under the wind conditions are significantly morecomplicated than under no wind conditions. Therefore, turns in any direction to any anglewith the maximum permissible speed are allowed only at a surface wind speed of notmore than 5 m / sec.The disadvantage of a helicopter with the antitorque propeller is also a significantdependence of the balancing position of the directional control pedals on the flightmodes, and hence the positions of the control levers of the common and cyclic pitches. Intransient flight modes, this requires constant compensating movements by the controls,in particular, the antitorque propeller pedals, which makes the pilot tired. Cross-couplingin various control channels significantly complicates the control. https// channel in the telegram https//t.me/iamaeroicoChat https//t.me/iamaeroicochatCEO IAM AERO kosachev_asOur telegram channels and social media For more data, if interested, please contact our representatives or designers.2.2. Manufacturing facilities of I’M AEROYou can do something fast, but badly, or you can do it slowly, but well. In some timeeverybody will forget what was fast, but will remember what was bad. And the opposite istrue‘Sergey Pavlovich Korolyov scientist, space craft designer and lead rocket engineerI’M AERO is the research and production company which owns the advancedtechnologies of design and manufacturing of aircraft. The Experimental Design BureauI M AERO, has a successful experience in the development of aviation technology andintroducing it to the market.Over the past 10 years of work, we have designed and produced for individuals- airplane P-20 - 57 units.- airplane P-23 - 4 units.- ultralight trike R-16 and its subsequent modifications - 140 units.- helicopter R-30-33 - 7 units.Over four hundred pilots of ultralight aviation have been trained in I’M AERO.The pilots of the Experimental Design Bureau I M AERO are repeatedly the Champions ofRussia and prize-winners of the World and European Championships in the sport ofultralight aviation.The Experimental Design Bureau I M AERO has been working since 2001. TheExperimental Design Bureau and the facilities are located in their own premises in thecity of Kumertau.Technological park of the company includes machines drilling, turning, milling, grinding,etc., welding equipment, electrical installation equipment, equipment for the painting site,as well as equipment and accessories for the manufacture of composite parts andproducts from plexiglass.Product testing and training flights are carried out at the sites registered in thePrivolzhsky Territorial Administration of Federal Air Transport Agency Rosaviatsia.The aviation-technical sports club of the same name, in which pilots-cadets and privatepilots receive airmanship training, works with the Experimental Design Bureau I M AERO.Representatives of the Experimental Design Bureau I M AERO and the students of theULA club I M AERO participate annually in the World, European
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